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RIVI CLASSIC CARS IN ASSOCIATION WITH SYMBOLIC MOTOR CAR COMPANY PRESENT
MOTOR CARS
yd./
IN TAGE
(ii qneka
MARCH 10-11, 2000
AMELIA ISLAND
FLORIDA
FERRARI 250 LEMANS
A wonderful opportunity to acquire one of Enzo Ferrari's
last "Dual Purpose" Grand Touring cars. This 250 LM,
bearing the serial #6173, has an excellent provenance with
early Monza and. Targa Florio history. First time offered,
after one owners expert care for the past 25 years !
MARCH 10-11, 2000, A N AtrCTION AT AMELIA ISLAND, FLORID
Following last year's successful inaugural event, we are pleased to present 60 of the
world's finest automobiles in an Auction held in conjunction with the Amelia Island
Concours D'Elegance. Grand cars, white sand beaches, Florida sunshine and the
incomparable Ritz-Carlton Hotel will again combine to create an unforgettable
weekend.
Presented in conjunction with
Amelia Island Concours d'Elegance
and benefitting Hospice Northeast and
the Earl B. Hadlow Center for Caring.
CLASSIC CARS
Produced by RIVI Classic Car Productions Inc
One Classic Car Drive, Blenheim ON
(519) 352-4575 or fax (519) 351-1337

Shifting Gears
by Keith Martin
Ferraris at Blue Jeans
W
aquarium, perfect for rearing Apistogramma agassizi cichlids,
fits nicely in the back seat and the trunk swallows the 60 lb.
of gravel that accompanied it. The 1962 V12 Ferrari's
interior is littered with empty pop cans, squashed Capri Sun
bags and partially eaten McDonald's Kid's Meals.
All of this is due in no small part to the proddings of
Csaba Csere, Editor of Car & Driver While whining to him
a couple of months ago about how difficult our vintage Ferrari
was to drive in traffic, and how our Suburban was really a
much easier car to go running errands in, Csaba interrupted
with an immediate and visceral response. He wanted to know
how I dared call myself a vintage car fanatic when I would
choose to be behind the wheel of a mobile mountain rather than
a classic sports car. "Get out and drive the old slug," he said.
"Let it teach you how it wants to be used and enjoyed. Give up
a little of your `practicality' and `comfort'."
e've been using our 330 America as a daily
driver. Picking up our daughter, Alexandra,
from elementary school and taking her to
gymnastics. ("Daddy, are you going to drive
me in the noisy red car today?") Going
shopping. Running errands. A 29-gallon
MX-5 is just a Coffee Mate substitute for a vintage convertible.
Like a Stepford Wife, the Miata succumbs to your every wish,
and asks for nothing in return.
We're sure Mr. Egan will enjoy his trouble-free, reliable, nondemanding
Miata, but worry that his acquisition will lead to columns
with topics like, "We talk with an MX-5
owner who had to add oil to their car between
scheduled changes," or, "After ten years, we
replace the yellowed plastic rear window." Perhaps,
if he's been very fortunate, he's unknowingly
purchased the legendary vintage-spec
prototype Miata fitted with Lucas ignition,
SU carburetors, ATE brakes and Marelli
electrics. That combination would keep him
busy indeed.
Bikes and Bolts
Two new features debut in SCM this
month. "The Wrenching Truth" (page 31) will
focus on repair and restoration shops that are recom-
And so I have become a part of the neighborhood lore. I'm the
car guy up the street wearing blue jeans and a Pendleton shirt who
drives that noisy, smoky old sports car with wire wheels to the
store to get a six-pack of Diet Pepsi and a bag of pre-mixed dinner
lettuce. Who's behind the
wheel of the car with a
horse on its nose that has
a gas-powered rotary
lawnmower stuffed in the
trunk, mower handle sticking
out and rear deck
bungee-corded shut.
We're inflicting the
Ferrari on our friends as
well. Last night Ms. Banzer
and I took our good
friends, Bill and Nita
Woodard, (they've got
mended to us by SCM readers. Finding a good mechanic for a
collectible car can be much more difficult than finding a car itself.
If you've had a particularly rewarding experience with a shop,
please e-mail the name and contact information along to us at
copyed@sportscarmarket.com , or fax it to 503/252-5854.
Responding to the enthusiastic response to our first foray
into vintage motorcycles (Sotheby's
motorcycle auction, SCM, December
1999, page 38), we've added "Bike
Buys." Motorcycle guru Tom Young
will be our guide, and provide us with
a brief look at a collectible bike every
month. We begin on page 16 with the
fabled Ducati 900 SS.
On the Cover
The longhorn steer on our cover
Alexandra and the noisy red car. 
custody of our co-owned '72 240 Z this month) out for a Chinese
dinner. We drove the 330 America because it offered far more
comfortable seating for four than Nita's 3-series BMW, and besides,
the Woodards get a kick out of the way the Ferrari exhaust
sets off every car alarm in their neighborhood.
The Ferrari likes being used. Csaba was right. The more it's
driven, shifted, braked, even parallel parked with bicep-building
effort, the more rewards it offers as rpm by rpm, mile by mile, it
slowly reveals the thoroughbred heritage and the commitment
to performance, as well as practicality, its builder had 40 years
ago. It may be just a lumpy old 4-seat Ferrari, but it's also turning
out to be a pretty damned good car.
We're sad to report that Peter Egan of Road & Track recently
succumbed to the allure of the "driving without a tool kit" syndrome
and purchased a used Mazda Miata. While the Miata is
arguably the best old-style Lotus Elan built, ultimately the
Egan Gives In
6
is casting a wary eye at the leather
interiors of the cars accelerating by in
the 1998 Texas 1000 rally. Artist Bill
Neale's water color depicts an alloy-bodied 300SL (1 of 28) driven
by Hyatt Cheek and Ozzie vom Orde, of Dallas, followed by a '57
Ferrari 250 GT Boano belonging to Chris and Sandra Hutchins of
Bangor, Maine, and a '66 Shelby Mustang GT 350 piloted by
Rick Kopec, national director of the Shelby American Automobile
Club, and his wife Colleen, from Sharon, Connecticut.
The Texas 1000, another of the highly-regarded Rich Taylor/
Jean Constantine events (800/645-6069, www.vintagerallies.com ),
winds through the Texas back country. Depicted here is a road
on the YO Ranch, near Comfort, Texas, once the largest spread in
the state at nearly 600,000 acres, and still populated today with
exotic animals, including giraffes and gazelles.
Artist Neale, of Dallas, Texas, is a founding member of the
Automotive Fine Arts Society and has won awards at Pebble
Beach, Amelia Island and the Cavallino Classic. A retired amateur
race car driver, his work draws heavily on personal experience. A
limited number of 16 x 20-inch prints of this water color are available
for $175. (Contact: 972/701-0171, www.billneale.com)•
Sports Car Market

pirni
I

Auction 101
Part 4 of an Insider's Look at an Auction
How To Bid, Part 2
by "Fairly Honest" Bob LeFluft
n earlier columns we discussed some basics of bidding strategy.
Here's a bit more detail, and some specific guidelines.
RULE 1. IT'S A STRUGGLE FOR CONTROL. The bidding
process is a tussle between the auctioneer, you, and the other
bidders. The auctioneer's tools in this battle are his position, his
chant, and the sense of urgency that he can create. Your tools are your
bid timing, bid increments and body language.
The auctioneer wants you to bid more and faster. You want to convey
that you absolutely will not do those things and that he had better call
"Sold!" very soon or you will be gone. I suggest you record your interest
in the car you want by bidding early in the sequence, opening the bidding
somewhere around 50% of what you would like to pay.
Let's say your dream car today is a '67 Corvette roadster. You have
examined it, you are satisfied with it and would like to take it home for
$45,000. The reserve is probably somewhere in the $50,000 range. Open
the bidding at $20,000. Now the staff knows there is real money on the
car, and you are it. The chant will go $20,000, now $25,000.
"Got it!," the auctioneer will call out, whether or not there is another
real bid, as he tries to move you closer to the reserve. Now he is chanting
$30,000 and the ringman will be back to you looking for that $30K.
Shake your head "no," turn slightly away and talk to the guy next to
you about the weather, but hold the ringman with a hand gesture or even
a word. We now want to scope out the situation. Are there other bidders
out there? Are they active? Are you going to have to fight for this car or
are you the only one who wants to play?
Listening to the bids will give you this information. Let's say there is
a shout from the other side of the ring at $30,000, and you see that it is
a real bidder. Your ringman is back to you asking for $35,000. Respond,
but try to gain some control by bidding $30,100, even though you won't
get away with this. The auctioneer will huffily announce he is not going
to accept a $100 bid increase on a $60,000 car. You can then laugh and
say $30,500. Probably the minimum you will have to bid at this level is
$31,000, but you have sent a message.
RULE 2. NOW CONTROL THE PACE. So you manage to get "on
the car" at $31,000. Of course, $32,000 is bid, and it's your turn at
$33,000. Make your bid quickly, directly to the auctioneer if you can.
Then $34,000 is bid, and you get your $35,000 response up in a flash. In
this phase you are trying to discourage the other bidder with very rapid
bid increases. The $1,000 increment that has been established allows
this to happen, without the amount zooming into the stratosphere.
So you're at $35,000, the other guy says $36,000, and it's time to
change the increment again. Try $36,500, then it's $37,000, then $37,500,
$38,000 and $38,500. Give one more bid at $39,500, then start moving
away. Start shaking your head a lot, tell the ringman it's way too much
money, and slow your bidding down. I promise you the auctioneer will
wait—at least until we return to this subject next month.•
For people who care
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Sports Car Market

Page 11

J.C. Taylor Antique Auto Insurance Information Sheet
1 (800) 345-8290 (610) 853-1300
Underwritten by Maryland Casualty Company (A member of the worldwide Zurich Insurance Group)
with offices and claim facilities in principal U.S. cities.
Applicant 
Address 
1. Operator License Number 
Date of Birth 
Occupation 
Zip 
Phone Number ( 
) 
Number of Antique Autos owned 
2. List all losses in past three years and moving violations—antique and modern cars. (Date-Cause-Payment.) 
3. Total Annual Mileage: Club Functions 
Other Purposes 
4. Name of antique or car club to which you belong 
5. List modern cars used for daily transportation (owned) 
(or company cars) 
6. Where are cars garaged? Under one roof? Construction of garage—brick-frame-fire resistive 
7. Has rated horsepower or other specifications been changed? Yes 
No 
8. The following coverages are available. Indicate those desired by placing "X" in proper boxes.
• Liability ($100,000 single limit) Bodily Injury and Property Damage. Annual Rates: 1st car $15.00, 2nd $10.00, 3rd $5.00
• Uninsured/Underinsured Motorist—Rates as required by your State. Car 1 $ 
Car 2 $ 
Car 3 $ 
Liability ($300,000 single limit) Bodily Injury and Property Damage. Annual Rates: 1st car $20.00, 2nd $14.00, 3rd $8.00
Medical Payments of $1,000.: 1st car $4.00, 2nd car $3.00, 3rd car $2.00. Units in excess of 3, NO CHARGE
Physical Damage
~~ Physical Damage (Comprehensive Includes Fire and Theft)—Annual Rate— $0.35 per $100 of insurance for each vehicle.
NO DEDUCTIBLE. Vehicles 25 yrs. or older.
Physical Damage (Collision)—Annual Rate—$0.35 per $100 of insurance for each vehicle. NO DEDUCTIBLE.
Vehicles 25 yrs. or older.
(Note—Collision is not written as a singular coverage but is available with Comprehensive.)
Physical Damage (Comprehensive Includes Fire and Theft)—Annual Rate—$0.70 per $100 of insurance for each
~~ vehicle. NO DEDUCTIBLE. Vehicles less than 25 yrs.
El 
Physical Damage (Collision)—Annual Rate—$0.70 per $100 of amount of insurance for each vehicle.
NO DEDUCTIBLE. Vehicles less than 25 yrs.
9. Date this coverage is to be effective 
ANTIQUE AUTOS TO BE INSURED
We Require: 1. PHOTO of all vehicles listed 2. APPRAISAL for each vehicle valued at $20,000 or over
Body Type 
Year 
1. 
2. 
3. 
4. 
Use separate sheet for additional cars to be insured.
An application may be forwarded to you for additional information.
My vehicle(s) will be used mainly in exhibitions, club activities, parades and other functions of public interest and will not
be used primarily for the transportation of passengers or goods.
If you are a resident of FL, PA, or NJ, send copy of regular car policy. 
NOT AVAILABLE IN ALL STATES.
Signature: 
Date: 
Note: Your insurance will become effective upon payment of the entire premium, acceptance of the risk and
compliance with all state specific laws and regulations. Please sign and forward with your remittance, payable to:
J.C. TAYLOR ANTIQUE AUTO INSURANCE AGENCY, INC.
320 South 69th Street • Upper Darby, Pennsylvania 19082
web site: www.jctaylor.com
Make 
Series or Model 
V.I.N. (Vehicle I.D. Number) 
Serial or Motor Number 
Present Valuation
(Amount of Insurance)
Policy Minimum Premium $50.00
If yes, explain: 

Page 12

Ask Mr. Kerb
by Michael Duffey
Send your collector car questions to Mr. Kerb, e-mail: mrkerb@compuserve.com, or snailmail to Mr. Kerb, 6833 SE Pine Ct., Portland, OR 97215
Sell a 348 for a 328?
Dear Mr. Kerb: I acquired a 1993 Ferrari
348 Speciale two years ago, and have been
enjoying it as a great driver. As it is my first
Ferrari, I do not have anything to compare it
to, other than having driven a friend's 355 Fl
once, which of course is an incredible and
very different Ferrari. I have read a lot of
negative press on the 348 over the years,
from its styling to its handling, and negative
comparisons to its legendary predecessor the
328 and its awesome replacement the 355.
My question is should I get rid of the 348
while I can?
I am afraid that its resale value will
mimic a Mondial coupe or early Testarossa
if the trend continues. Who would buy a
348 with the constant press negativity. . .
other than me? I love the car. It's fast,
responsive, very dependable, and I even
like its looks. But some day when I try to sell
it, will I regret not having traded it for a 1989
328 or Testarossa (a 355 is not in my range)
before the market completely dries up for the
348? Or is it as bad now as it is going to get,
with the depreciation already factored into the
car's value? I have not seen any in your auction
reports, and your Price Guide does not
include the 348 Speciale, so I can only guess at
the possibility that more recent 348s hold their
value better than the early cars, which were
reported to be much more troublesome by comparison.
What do you think, buy a 328 (or
maybe a Testarossa, as they are cheap enough
right now) or hold my 348?—J.N., via e-mail
Dear Mr. N: That is a real meaty question.
Somehow I think we both know that your life
has been ruined by the drive in your friend's 355
F1, with its Formula 1 gearbox and paddle shifter
on the steering column. (The Fl is a $10,000
option over the normal 355, and the 355 has a
five-valve engine whereas your 348 has four
valves per cylinder.)
So, what to do about your 348? Sales of the
V8-powered 348 were lackluster in 1992, so for
'93 Ferrari built 100 348 Speciales for the US
market, available as both Berlinettas and Spyders.
This special edition came with revised rear suspension
geometry, wider offset on the rear wheels,
lower gearing, a freer-flowing exhaust, and its
power was up from 300 horsepower to 312.
All the way around, the bottom two inches
of the Speciale's body, including the spoilers,
was painted body color instead of black and so
was the engine cover. (All later 348s came with
this full-body paint job.) But you can tell the
Speciale because it has no matte-black grate over
the taillights and an identification number plate
on the passenger door frame. The Speciale's standard
carbon-fiber sport seats for driver and passenger
were more supportive, but also said to be
incredibly uncomfortable. Buyers could opt for
standard seats instead.
The 348 did have some drawbacks, especially
the early cars from 1989-92. Electrical problems
plagued the passive restraint system and
climate controls, and the warning light signaling
14 
overheating of the catalytic converter seemed
to have a mind of its own, coming on whenever
it felt like it. As the first street Ferrari with unit
chassis/body construction, flexibility in the 348's
chassis caused complaints about handling,
and also
squeaks and rattles.
Early cars also had
problems with the
cable-operated gearshift.
It is true that when
a car gets a poor reputation
based on real or
imagined flaws, bargain
hunters will use it as ammunition
against you
when you try to sell. It is
also true that there are
buyers out there who will
buy, say, a Testarossa simply because it represents
a big bang for the buck and who don't care
what the whiners say. While your 348 isn't regarded
as poorly as a Mondial, some of which
are selling for as little as $15,000 in good condition,
it could fall into that area in the next few
years as it gets older. The drivetrain will still be
going strong, but some of the electrical systems
such as the heater control may quit working.
I've never understood why exotic sports cars
like the 348 have so many power accessories—
would a 348 really be so much worse a car if it
had roll-up windows and a manual heater control?
However, it does seem that most of today's
buyers looking at a used, expensive sports car
expect its accessories to function as well as they
do in a ten-year-old Japanese car.
The 328, made from 1986 to 1989, is a solid
car with an excellent chassis and styling that
really cleaned up the rough edges of the old
308QV. With its simpler technology, it's likely
to be more trouble-free than the 348. However,
I don't recommend that you take a step backwards
in performance to get a car that has a
chance of holding a higher percentage of its sale
price later on. A more logical upgrade is to the
Testarossa, where you will get the performance
you'd expect from a 12-cylinder Ferrari, icecold
air conditioning, and a very torquey, userfriendly
engine that makes horsepower similar
to a 355's V8, but does it 2,000 rpm sooner.
That still does not address your question about
the relative ease of resale and resale value of
your 348 compared to a Testarossa or a 328. I
don't think that the TR's value will drop dramatically
in the foreseeable future. The price of
a 348 such as yours will decline slowly but the
car will lose a higher percentage of its value
simply because the 348 is selling for more money
than a TR. This means that if you sell your 348
a year from now it might bring less money than
it would today. Over the same year, the TR's
price would stay about the same. At market
prices, both cars will likely take about the same
amount of time to sell.
Having said all that, I wonder if the TR is
really enough of an improvement over your 348
for you to go through all of the effort to find the
right TR and to get as much money as possible
from the whiners for your 348. You might wind
up looking at an older TR with normal age-related
wear and tear that your car may not have.
The TR also has a longer wheelbase (by about
four inches) and a wider front track, two things
that will make it feel less nimble than your 348.
Your Speciale has attributes that set it apart from
ordinary 348s. My advice? Keep your 348 until
you can afford the $100,000 or so to step up to
something a lot better such as a 355.
Dear Mr. Kerb: 1 am writing to you to ask for
help in locating any information (parts, service
books, etc.) that you might have on a car I recently
purchased.
A few months ago I got lost in Pennsylvania.
I asked an old farmer for directions and ended
up getting a tour of his old cow barn. Inside in
the corner appearing unloved, was a 1951 NashHealey
convertible. It was only slightly dusty but
missing the interior and top. It had been in storage
for about 20 years and Ed, the farmer, had
not got around to fixing it or locating the missing
parts. He ended up selling it to me for $4,000.
The car started on the first try after putting in a
new battery. I would be very grateful for your
help and your opinion.—J.H., via e-mail
Dear Mr. H: If your car is indeed a 1951, it
would be one of the English-bodied cars and not a
Pininfarina-designed one. If so, you are in luck as
the interiors were very simple (and a little ugly)
with a bench seat and simple door panels. I am
sure that any reasonably creative interior guy can
fabricate something quite similar to what your
car came with. The Pininfarina-bodied cars are
much more elaborate in their trim and hardware.
First, be sure which model you have. The
quick way to tell is that the early Warwickbodied
cars have a Nash grille. It is not very
likely that any trim parts are around and it will
be necessary to make anything that you are missing.
I have never seen a top on an early car. But
since the car was British and built during the '50s
by a small manufacturer, I am sure that it was
not very complicated. Perhaps one of our readers
can be of further assistance on parts and
service manuals for this car.
Dear Mr. Kerb: I followed the discussion of
TZ1 s between you and Dr. Andy Manganaro
with interest (December 1999, page 57).
According to documentation, a twin-plug head
was first tested on a TZ1 (S/N 022) in June of
1964. After the TZ2 came out with a twin-plug
head as standard equipment, a lot of the people
still racing TZls retrofitted their cars with the
twin-plug head to remain competitive. Thus a
number of TZ1s, especially ones that were raced,
have the twin-plug heads. I believe the twinplug
head was actually included in an appendix
for FIA homologation. Retrofitting was also
mentioned in the Alfa Competition Handbook
published in the late 1960s for SCCA -type racing.
I don't think it's an advantage any more to
Sports Car Market

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• Extensive Optional Equipment Sections.
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BIKE
BUYS
1971-dU Ducati 900 SS
A gear-driven valvetrain is what sets high-performance Ducati motorcycles
apart. This "desmodromic" system allows for more precise
opening and closing of valves, but more importantly, lets Ducati owners
have valvetrain bragging rights at motorcycle meets. As with contemporary
Italian cars, the Ducatis weren't built as well as their Japanese competition,
leaked oil like
Nortons, had kick starters that
began to fail at 6,000 miles and
had replacement parts and warranty
repair services that were,
well. . . Italian.
Years 
Colors 
black/gold in '80
Number produced 
(in #1 condition)
1976 only in Europe
1977-78, '80 in US
silver/blue in '77-78,
N/A
Engine ... 900cc (860 actual), two cylinders
Price new 
Value today 
Value in three years (estimated): $12,500 to
$16,000
Frame number location 
Engine number location 
crankcase (part number only, no serial
number)
Web site 
-
mance along with classic
Italian style.—Tom
Young, owner of Rose
City Motorcycles,
Portland, OR.•
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On a 1-5 scale
(with 5 best)
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Years of Values!
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The most complete
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Dear Mr. C: The proliferation of twin-plug heads on vintage race
prepared TZs even at FIA-listed events should be a good clue that they were
legal. This isn't to say that every car should have one but as I pointed out
in my review of S/N 073, a fully dressed car that is gunning for big bucks is
expected to be so equipped.
As time goes on, we will probably get to know every suspect TZ that is
offered, although there will undoubtedly be more found in that secret junkyard
in Italy where so many cars are "discovered." With the help of TZ-owning
SCM readers, we can try to stay on top of the good, the bad and the "air-car
ugly" TZs. •
N•A•DA•
PCetsizt#1.11.
woe,
r 4114 „r°44,7
ov 
.
ow_
% I 
410104
have the twin-plug head with modern technology in flow design, cam
profiles, etc. My car is equipped with one and I think it looks much cooler,
even if it really doesn't go any faster.
As for value, I have noticed that, over the last two years, these cars
changed hands in two fairly distinct price groups. The ones with continuous,
known history or FIA papers went for the high hundreds with exceptional
examples having significant race histories or show-quality restorations
breaking into the $200,000 range. On the other hand, cars without
continuous history, with questionable provenance or recently rebuilt from
known wrecked chassis sell in the low hundreds. These are correct cars with
most or all of the original equipment and do not include made-up cars or
replicars, which bring even less. I've also heard that the car in question
(S/N 073, October 1999 Alfa Mini-Profile, page 53) was highly suspect
and according to the pictures does not have a number of the correct parts
as you mentioned. The lines and proportions on the body also looked
funny to me.—F.C., via e
-
mail
5
2
5
This 900 SS, owned since new by Young, has nonstock
front brakes, tank logo, and shock absorbers.
Sports Car Market

You Write
We Read
All letters are subject to editing. Please address correspondence to SCM, 6833 SE Pine Ct., Portland, OR 97215. Fax 503/252-5854, e-mail: mail.C.,1 portscarmarket.com
Dear SCM: It has been some time since I was bestowed with the honor
of winning the Mystery Photo contest. My immediate family thinks, of
course, that I am blessed with an incredible rapier wit and that, by any
objective standard, I should have been awarded first place at least 80% of
the time. There is a growing suspicion that Keith Martin has a personal
vendetta against me (and that's why I have only won once) for no other
reason than that I bought my Datsun 240Z in 1972 and he was late to the
party, paying double what I did some thirty years later.
In any event, the real reason I am writing is that I never did receive my
cherished award for winning the contest.
I might be open to suggestions regarding an alternative prize, however.
Since our beloved Keith Martin made an admission in the last issue that he
was a former Juilliard dance student, I might consider accepting a video of
him performing a triple pirouette, provided that he dons a Ferrari cap and
wears a Cobra T-shirt in the process. The conflict between these two forces
of nature should not be lost on Keith and his interpretation should duly
reflect it.
In all seriousness, I wish the staff at SCM the very best and continued
success in the years ahead. You have a fine publication, and you can count
on my unswerving loyalty as the years go by.—Dan Hampton, (CSX
2189) La Cross, WI. Dan, some things, like slam-dunk contests, making
out in Bug Eye Sprites and doing triple pirouettes, are best left to the very
young. There's a reason you don't see performances by "Vintage Dance
Companies" advertised. Your model has been shipped—thanks for your
patience.—ED.
Dear SCM: I have been collecting classic and antique cars for numerous
years successfully showing them around the country in addition to driving
them on cross-country tours. I take pride in the fact that all of my cars are
in both ready-to-use and ready-to-show condition. Which brings me to my
reason for writing. I have correct original radios in each of my vehicles and
I always want them to work perfectly. The problem is that most every one
picks up only a couple of stations clearly (one in a foreign language and the
other religious) while the other stations either drift or are full of static.
Before you respond, yes, I have checked every ground, condenser, antenna
and coupling and more. I have finally come up with a simple cure. At Radio
Shack item #273-104 is a pair of "chokes." These chokes are about 2" x 3"
in size. They simply get wrapped with the power lead wire placing it as close
to the radio as possible. (We usually splice in a piece.) The wire gets
wrapped about eight times and presto. The excess static is gone and suddenly
you will pick up more stations than you could ever need.
The chokes sell for $7.99 for the pair and take less than thirty minutes
to install.—Gene Epstein, Wrightstown, PA
Dear SCM: I know your guy Steve Serio hasn't been able to sleep since
he found the Ferrari taillights on the rear of the Ghibli (January 2000, page
34). The short version is that the lights are "California Solo" and are okay.
The long version is that some guy in Los Angeles whose name I used to
know but have forgotten bought two Ghiblis at the factory to bring to
California some time in 1971, had them refused entry into California due
to some new and exotic rules about the surface area of the stoplights, and as
a result, threw such a hissy fit that the factory gave him a lot of money
back and a 1970 Ghibli Spyder with the round lights. I owned the car for a
while, figured out the light stuff, and sent it on to England (chassis # 1065
I think).—J.A. Leonard, Topanga, CA
Dear SCM: Congratulations on adding Dave Brownell to your staff as
Auction Editor. Dave is extremely knowledgeable about a wide range of cars
and should help improve the accuracy of auction coverage. In addition, he's
a very nice person to work with (we've judged together at Meadow Brook
for the past few years).
I would like to vote for three or more pages of automobilia in future
issues of SCM since "Motobilia" has surrendered to the unwashed hordes of
NASCAR diecast collectors, etc. Many collectors of cars also collect
automobilia as a complement to the cars. The key is coverage of quality
automobilia as opposed to the mass-produced instant collectibles which are
a contradiction in terms.—Robert L. Joynt, Batavia, IL
Dear SCM: Here's a dumb idea for SCM that might turn out to be fun.
I think you should comb the auction reports for each issue to find the
1 8 
"Fright Pig of the Month" and feature that car in a side bar or special
column. I bet very few of your subscribers will admit to it, but reading about
sales, of say, Pinto-based Pantera replicars is just as much fun as reports of
vintage racers changing hands at prices approaching the national debt.
It is as valuable to know what makes a dog a dog as it is to know what
makes a gem a gem, and I think a column like this might actually be useful to
some of your readers and amusing to all. With large numbers of new collectors
entering the market recently, I think such a column might prevent a few
expensive rookie mistakes. Yours is the only magazine I read cover-to-cover
every month. Keep up the good work.—B.S.M., Englewood, CO
Dear SCM: I was most interested to read the article on my Alfa
Romeo 6C 1750GT (December 1999, page 18). I bought this car at the
Christie's auction in Florida last March, sight unseen, but after receiving
some very useful and accurate advice from Colin Warrington at
Christie's. The car arrived here in Melbourne, Australia, in good shape
only a month later. Christie's and Cosdel International Transport were
both helpful and efficient.
I am delighted with the car and thought you might be interested to have
some additional comments.
I think I got something of a bargain and its "lack of provenance" was
the reason it sold for much less than it should. "Reputedly having spent a
long period of time in South America," an uncertain body builder, no details
of previous ownership until an earlier auction purchase in 1990 and not
having been driven since, is not a formula to excite potential buyers.
To help correct these deficiencies, I contacted the (pre-war) Alfa Register
in England who gave me the name of an early (1950s) owner in
Valparaiso, Chile. I phoned a friend of mine there who called the gentleman
and he, in turn, sent me a very interesting three-page summary of its
history from about 1950 to 1990, together with some photos. To my mind
they provide proof that it had a continuous history in Chile from 1930 to
1990, it has an original body by Castagna (of Milan) and it gives me all the
provenance I need.
After sixty years in Chile, it was sold to the Dutch Automuseum in
Holland (not Switzerland), which in turn sold it at Brooks' Monaco auction
in May 1990 to the Lassiter Museum in Florida. It is interesting that about
the same time the Dutch Museum bought an Alfa 8C from Australia, so the
trade is now square—if an 8C is ever a fair trade for a 6C!
Close inspection of my car showed that most of the wiring was very old,
it still had an original exhaust system and the grime under the car, if not
seventy years old, had certainly been there for a very long time. The inside
of the doors also had original parts and fittings. It is certainly not a car that
has been rebodied or tricked-up.
Christie's drew my attention to the wiring and the poor condition of the
(original) fuel tank, both since replaced.
I have also bought and installed an original "Carrozzeria Castagna Milano"
coachbuilder's badge, which now proves it was made in Italy and not Buenos
Aires! Incidentally, I believe this is one of only fifteen 6C Alfas they made.
May I take issue with you on the car's performance? It is an
(unsupercharged) Gran Turismo 6C, not a Super Sport, not an 8C and not a
Ferrari. Alfa authorities Fusi and Slater estimate its top speed at 81 mph
(The 6C 1750 Alfa Romeo, page 151), while Angela Cherrett gives 125 kph
Sports Car Market

(77.5 mph) in her book (page 113). I can happily cruise at 70 mph,
certainly not 55! Many of the body panels are aluminium and its weight is
quoted at 2,200 lb., compared with 2,024 lb. for the supercharged Gran
Sport Spider.
What surprised me most was how little effort the two museums had
made to check the earlier history of the car and how easy it was to obtain.
I think this is really the responsibility of the vendor, though it does not
help the credibility of the auction houses.
I don't think you will get much support for your suggestion that the car
auction companies copy the art auctioneers and use terms like "in the style
of . . ." if they cannot totally authenticate a particular vehicle. They will
end up saying that for everything. An Alfa or a Bentley is not a Rembrandt
or a Vermeer.
I very much enjoy your magazine each month for its very interesting
content, strong opinions and general accuracy. Sometimes though I wonder
if you don't set your sights too high. Yes, it would be nice to own the Mona
Lisa, but in the meantime, I'll just have to settle for my 6C 1750 Gran
Turismo by Castagna of Milano.—Phillip Schudmak, Victoria, Australia
Dave Brownell replies: We're delighted to find out the results of the
research on your car. That's the kind of "due diligence" that more owners
and potential owners should avail themselves of rather than regretting a
purchase after the hammer comes down. I also appreciate your comments
about our thoughts on attribution of provenance but we'd argue that a
vintage Bentley or Alfa is surely a work of kinetic art.
Dear SCM: The lawyer column ("Legal Files" by Alexander Leventhal)
is great. Any chance you could add columns written by some of the other
folks we car collectors sometimes work with—an insurance agent, a dealer,
and maybe even a NHTSA/EPA/DOT employee? I suppose some DOT
rules vary too much from state to state for a national magazine like yours,
but insurance agents and car dealers should have a chance to clear their
names with car collectors. I must admit I don't dislike lawyers as much,
thanks to the lawyer column.
I also enjoy reading the real-world accounts of the cars you own. It's
refreshing to read that someone who owns an old Ferrari realizes it's an old
car and it's okay if it burns a little oil. There are too many magazines that
preach that you somehow owe it to the inanimate car or its deceased designer
to keep it running better at age thirty than it did when it left the factory.
Why on earth does a magazine called Sports Car Market waste a drop of
ink on American cars? America has never produced a sports car. Sorry,
Jethro, the Corvette is a shotgun rack away from being the truck it handles
like. There are plenty of "classic car" magazines for American car enthusiasts;
those of us who like true sports cars only have Sports Car Market.
Please keep it pure. Real sports cars are made in Germany, England, Italy
and Japan. I mostly point this out since I've seen several "comments with
your renewals" that asked for more American-car coverage. Please invite
them to read Hemmings Motor News or Field & Stream.—Keith Kaplan,
Bothell, WA
Dear SCM: Hurray! I think you've got the right combo at last—slightly
heavier paper for the cover (the last two issues shed their cover just by
handling them) and bagged so the Post Office doesn't mangle them (or read
them) en route. Also glad to see the Price Guides more inline with what is
realistic in the market. Whether the market is really up, or the guide's now
just caught up I'm not sure, but they definitely represent the market much
better than in the past, or even than the last Pocket Guide. Keep it up!—
Peter J. Bowman, via e-mail
Dear SCM: I almost died when I turned to page 39 of your February
2000 issue. There, in the bottom right-hand corner of the page was a car I
would have loved to have bid on; a silver/blue 1981 Ferrari 400iA which
you described as a condition #1 car. You also mentioned that it was not sold
at a bid of $20,000, a bid which you list as "not unreasonable." Huh? Am I
missing something here?
The car you described is an automatic and we all know that big, bulky
Hydramatic 400 (you referred to it as a "slushbox") doesn't let the driver
enjoy the car in the same way as it would with the 5-speed option. No
argument there. What I do have a problem with is the "tone" of the car's
review. These are "real cars." Sure, they are big and bulky (like the transmission)
and handle like a tank but one must remember that these cars were
designed not for the track but for the valet at the club.
I have just purchased my second 400iA in the past 3 years and have
found them to be everything they were meant to be: beautiful, elegant,
stylish, refined and a bit sporty. The seats are some of the most comfortable
ever produced and coupled with the wonderful driving position and
superb visibility these are great open road cars. Sure, they might be a bit
bulky while spinning around town and you may run into the odd electrical
or fuel pump hassle but these 400iA's do not deserve their bad rap.
A few years ago I walked into Shelton Sports Cars, which happens to be
one of the leading Ferrari dealers in the country, inquiring about 400s and
412s. The timing was right and I wanted one and as I was in southern Florida
at the time I figured Shelton was a good place to start. Was I ever wrong.
One of their senior sales people, who I regarded as an authority based on his
reputation, told me that he "would not sell me one even if he had one. I
hate those cars."
Undaunted and with the fire still burning hot I was lucky enough to find
a 100-point 1982 400iA and quickly snapped it up. The car never let me
down, turned heads everywhere I went and had that nice low rumbled exhaust
note much similar to that of the late '60s version Mercury cop cars
equipped with the Ford 429s. I had the car for two years, won some meets
with it and sold it for exactly what I paid for it to a guy who now has it on
display in his basement. From the minute I sold the car I missed it (sound
like anyone you know?). It has taken me almost two years to find one in
the same condition as I could not live without one in my stable.
If the 1981 you reviewed is in fact a condition #1 car, than in my
opinion it is worth almost twice the $20,000 bid which the seller was smart
in turning down. These are "real cars" much like the Quattroportes you
seem to mention quite favorably and I just thought it time to "blow their
horn." Keep up the good work as I enjoy SCM and look forward to each
issue.—K. Woody, Bloomfield Hills, MI
•
Exclusively 280SL's
Low mileage and original cars are our specialty to buy
or sell. Several cars in stock for immediate delivery.
FINANCING • LEASING • TRANSPORTATION
TONY LaBELLA CLASSIC CARS
2 Springdale • Cherry Hill, New Jersey
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20 
Brownell's Brooks Auction report (January 2000, page 43) on a 365
GTB/4 Daytona Spyder conversion refers to a NART Spyder. The reference
should have been to a 365 GTS/4 Daytona Spyder, as the NART Spyders
are based on the 275 GTB/4. Thanks to G. Louttit, via e-mail, for the
correction.
Errata
Contact information corrections: Alfa Romeo Owners Club, 10 Raskin
Road, Morristown, NJ 07960.
To order the Original Ferrari V12 1965-1973 by Keith Bluemel (January
2000, page 12) call 800/826-6600.
Subscribetodayto Sports Car Marketmagazine.
1 year/12 issues $48. call 24/71-800-289-2819
Sports Car Market

Page 19

Market Review a Buyer's Guide
La rivista del velocissimo e del bellissimo
ANONIMA LOMBARDA f ABBRICA AUTOMOBILI
TI P0 LI 
MILANO
t.) N9
1929 Alfa Romeo 6C1500 SS
Chassis number: 03128 73
Engine number: 03128 72
nequalled in their class in the 1927-1930 era were the
superbly engineered, extremely light and very quick
Tipo 6C twin-camshaft, supercharged Alfa Romeos
from the design board of the brilliant Vittorio Jano.
Alfa Romeo's concessionaire in England, Fred
Stiles, imported four "works" cars with Zagato racing
coachwork, chassis numbers 0312871 to 0312874. The cars were
picked up in Milan, photographed outside the factory with Mrs.
Stiles at the wheel of this car and Johnny Lurani and Giulio Ramponi
in two others. The cars were driven back to England, where 0312873
was sold to Edgar Fronteras and registered GU9699.
Fronteras was invited to participate as a "works" driver in the
Junior Car Club's Double Twelve Hour race at Brooklands in May,
1929. He placed 12th, while Ramponi won outright. Ramponi later
took a 6th on the Tourist Trophy Ards circuit. The car appeared at
Shelsley Walsh in the same year and at Brooklands in 1930 before
being retired. At some time during its racing career, the original engine
was replaced with the powerplant from 0312872. In 1933, the car was
rebodied as a two-seater by Freestone & Webb, then sold to Mrs.
Beryl Leitch, who kept the car until 1937. After the war, Mic Comber
rebodied it to its original Zagato configuration. After being campaigned
throughout England and Europe, the car was sold to a Japanese collector
in 1989. Remaining with the car are its V5 registration document,
old log books, FIA and FIVA identity documents. While presently
equipped with an SU carburetor, the original-type Memini is included.
This Alfa sold for $230,683, including buyer 's commission, at the
Brooks auction held on June 18, 1999 as part of
the Goodwood Festival of Speed in Chichester,
Sussex, England.
Li
vertibles and roadsters, with single- or twin-cam engines, the latter with
a supercharger option. The larger-displacement 1 752cc cars have always
been more popular, but the 1487cc version differs only in its slightly
smaller bore and stroke.
The original engine configuration of the supercharged cars (3rd
series) included a Memini carburetor on the driver 's (right-hand) side
and a deeply-finned inlet pipe which did a U-turn over the top of the
supercharger and then made a right-angle turn back along the head. A
more direct path was adopted beginning with the 51st car of the 3rd
series 6C1 750, when the ports of the supercharger were swapped,
echoing the layout of the P2.
Years produced 
Number produced 
When fano joined Alfa Romeo, his assignment
was to create a Grand Prix car that could beat Fiat,
then develop a passenger car along the same lines,
as racing success generates sales. Jano's P2 earned
Alfa its Championship wreath in 1925 and sired the
6C1500 and 6C 1750 cars which first appeared two
years later. Among the 6C1500 model's first wins,
Enzo Ferrari led the field at Modena in 1927, with
Marioni just behind in another unsupercharged
6C1500. Campari and Ramponi took a 1st overall
with a supercharged model in the 1928 Mille Miglia.
Other 1928 6C1500 wins included the Essex Six
Hours at Brooklands and the Belgian GP at Spa.
By 1929, the 1750s were dominant, but Ramponi still managed the win at
the JCC Double Twelve with his 6C1500 Super Sport.
I have always felt that the soul of the Alfa Romeo mystique has been
fano 's 6Cs, which dominated the racecourses in their era, and set a
reputation for lightness and performance that has carried Alfa through
some very lean years indeed. The 6Cs were available as sedans, con-
March, 2000 
Tune-up/major service 
Original list price .. 51,000 Lire; $2,684 (1928)
SCM Price Guide 
(about 28 lubrication points on the chassis)
Chassis # 
Engine # 
After so many years, we 're pretty sophisticated about the differences
between the P2s and the passenger 6Cs. This, I think, was not at all true
of the motoring public in the early 1930s, most of whom would never
have seen the P2's straight-8 powerplant. One of the secrets of Jano 's
early success may have been the widespread belief that the 6C cars were
really road-going versions of the P2. Certainly,
Varzis use of] 750 Gran Sport parts on his 1930
Targa Florio-winning P2 only confirmed this
popular belief
1928-1929
10
$175,000-200,000
$400
Engine bulkhead
Intake side of block
(Note: the engine and chassis numbers match
and are stamped throughout the chassis,
including the steering box.)
Club .... Vintage Sports Car Club (Britain) Alfa
Section, A. Cherrett, 121 Russell Rd.,
Newbury, Berks RG14 5JX, England
Web site 
Alternatives .... Bugatti 38, 40 or 43, SS Jaguar
www.alfaromeo.com
Although 03128 73 now carries replica
Zagato bodywork, English bodies on the 6C Alfas
are not unknown. James Young bodied several
phaetons and drophead coupes. It a shame that
so many of these less sporting cars have been
rebodied as Zagatos, primarily to increase their
value. With its Freestone & Webb bodywork, this
car would be even more rare, though certainly
not more valuable.
The 3rd series configuration is rare, and a
3rd series 1500 SS is one of the rarest of fano 's
delectable confections. A large part ofthe value of
this car is its well-documented provenance. Bless the Brits for their
meticulous attention to the details of history. In this case, they have
conserved an important Alfa icon. The price paid, while on the high side
for a 1500cc SS, was fair given the outstanding history, beginning with
the day it was delivered, of this particular car.—Pat Braden •
(Photo and data courtesy of auction company)
21

SCM Cruises
THE INTERNET
A glimpse atsome web sites of interest.
Ratings: 
,**1fr is Best.
Please e-mail your suggestions for this space to: copyed@
sportscarmarket.com
Here, Chitty Chitty
www.brooklands.org.uk The Brooklands Society home page. This
site has information about the Goodwood Festival of Speed and other
events at the Brooklands track. It also provides a history of the Brooklands
cars and drivers, stories, legends and lore surrounding the track and a preview
of the exhibits being featured at the Brooklands Museum. The online
album of archival photos includes a brief account of Count Louis Zborowski's
Chitty-Chitty-Bang-Bang, accompanied by rare pictures of him with his
English speciale. Historical photos of famous cars with their drivers, as well
as other Brooklands paraphernalia, can be purchased. Join the Brooklands
Society at this address and be privy to all that is happening within "the
society that saved Brooklands."
SCM net rating: History buffs*,thi- General cruisers
www.clubcobra.com Replicar and original-series Cobra owners discuss
the world of. Over 800 registered members talk shop all hours of the day on
a variety of topics. Includes club forums, the posting and summarizing of
events and free classifieds. Show off your smarts under the Tech Tips
discussion topic. Interested in starting your own Cobra club web site? Find
free assistance at this address. New clubs are encouraged to join in becoming
a part of the largest online resource for Cobra enthusiasts. Just don't try a
site search for "Tupperware Specials."
SCM net rating: Cobra owners 4-*7;1-1/2 General cruisers
Welcome to the Snake Pit
Hello, You've Got Maintenance Needs
lifeminders.lycos.com A free reminder service for all of life's major
and minor events, including car maintenance. Select Auto Maintenance &
Car Care Tips, enter the make, model and year (from 1900 to 2000) of
your car(s), enter the mileage and when your car had its oil changed last.
You'll receive e-mail reminders for each of your cars when it's time for an
oil change. Wonder if Jon Shirley uses this service for his 375 MM? Unfortunately,
be prepared for a barrage of "personalized" offers as well ("Dear
Lancia Owner—Free Personalized Lancia key chains with every copy of
"Le Mans" ordered on DVD . .
SCM netrating: Forgetful car owners 
birthdays and anniversaries **'/2
What Was That Nash-Healey, Anyway?
Mr. Kerb may be stumped, but it's the Web to the rescue. Mr. H needs
information about his barn-find Nash-Healey (see "Ask Mr. Kerb" this issue on
page 14); here are two relevant sites. www.iupui.edu/–harrold/nash/car.html
Includes a 1902-1988 timeline and a brief historical summary of Charles
Nash's automobile (and refrigerator—let's not overlook the Nash-Kelvinator)
career. Photographs and additional notes of interest have been compiled on
this site as general reference for Nash enthusiasts. www.nashcarclub.org/
index.html The Nash Car Club of America. Locate Nash clubs in your area
and contact fellow Nash owners. (Is the chat room called Nash Hashing?) Make
plans to attend the Grand National meet in Oregon this year.
SCM net rating: Nash-Healey buffs **Y2 General cruisers 
•
750-101-102-105-106-1 1 5-116-1 19 164
-
0 A
RVICf
March, 2000 
ALFA ROMEO •
FERRARI •
BMW
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1313 W. Burnside Portland, OR 97209
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In California, call: 1-800-890-ALFA (2532)
or 510-525-9435
Fax: 510-525-9519
General cruisers who forget

Page 22

Mystery Photo
Answers
Two-Way Trunk
Proof that at one time there were so many MGBs on the road that they
met themselves coming and going.—Dennis G. Cuendet, Baton Rouge, LA
What follows is the result of a teeny tiny typo:
BRITISH LEYLAND MOTORS
MEMO FROM: Nigel
TO: Engineering/Production Staff
SUBJECT: Revisions, 1974, 1/2 MGB
DATE: 6-1-73
January 2000 Mystery Photo
Is this reason #47 for the Collapse of the British Car Industry?
Oh where, oh where, did your better half go? To Munich, dear sir, to
Munich, dear sir.—George Demuth, Scranton, PA
Trevor gave not a tinker's damn about the styling or road performance
of his automobile. When it came to boot space, however . . .—Tom Rounds,
Palm Springs, CA
The ad in the paper was just too tempting to miss for Bob, a far-gone
member of the Rusted-out and Deplorable British Car Fraternity. The ad
read something like this, "2 MGBs, old-world British charm, easy restoration,
both $100 to good home." After hauling the rusted-out hulks back
to his hovel in the woods, he had both running in no time . . .however, due
to the intricacies of the Lucas electrical system the lights failed on both
cars at different times on different nights, and on one occasion a nasty
telephone pole was right in the middle of Bob's apex . . .oh well . . .Bob
got out the old welder and fashioned a beautiful trailer from what remained
of the cars, which he then hitched up to his MGC V8 (secretly
fitted with the revolutionary wooden V8 from a long-forgotten MG Grand
Prix of Gibraltar prototype that was never to race), and it was off to
Hershey to unload that pile of rubbish left over from the other half of
those sad little MGBs. If I remember correctly, I last saw him perusing the
classifieds again, and there was this lovely little Triumph Mayflower . .
.—David Swig, Sausalito, CA
It was bad enough when the British Leyland design team came out with
the prototype MG1/4 (an obvious rip-off of the Fiat X1/9 name), but when
the quality control department put a chrome bumper on the "front," and a
rubber one on the "back," they knew all hope was lost.—Ryan H. Greenblatt,
Huntingdon Valley, PA
Long thought to be reason #47 of the collapse of the British car market
but actually, known by insiders to be the foresight of the British car market.
Everyone thought Plymouth was the first to market this idea, with the
Prowler trailer for carrying luggage on those long cross-country trips. In
actuality MG was the first to market with this ingenious little option.
Unfortunately, MG's reason behind the trailer was for transporting spare
parts and the tools needed to install those spares on a trip of any length.
The true demise of the British car industry is the fact this rare chrome front
bumper, rubber rear bumper model needed a spare part and tool kit of its
own, which was never made available to the US market. Which made
traversing the lower 48 with this little beauty nearly impossible.—Jason
Bryan, Collegeville, PA
This is what happens when British Leyland engineers attempt to design
a car based solely on customers' requests for more cargo space.—Dan
Hampton, La Crosse, WI
By the end of the MG model run, with cash restrictions, parts shortages,
and US bumper requirements and emissions standards, the company and the
production line didn't know whether they were coming or going and the
product showed it.—John Rogers, Dallas, TX
Fred had always wanted an MGB. He dreamed of MGBs. He craved
MGBs. But Fred had two problems: He couldn't decide between the classic
beauty of the chrome-bumpered cars versus the practicality that rubber
bumpers provided. And he couldn't afford an entire MGB, let alone the
insurance and maintenance costs. Imagine his excitement when the perfect,
er, "vehicle" showed up in the Sports Car Market classifieds.—Jay
Mackro, St. Louis, MO
24 
Recently changed EPA and Dept. of Transportation regulations from
the colonies force B/L to make some changes in next year's MGB to
comply with said regulations. The regulations deal primarily with ride height
and modifications to reduce emissions. These modifications will be implemented
mid-year, 1974. —John King, Libertyville, IL
"Captain Kirk, on the way to the car wash we were ambushed by Romulans
and Klingons, so we went through the coming-and-going time warp. Mr.
Sulu, over and out."—Jack Leong, Chicago, IL
With typical British thoroughness, British Leyland answered the complaints
about lack of trunk space in the MGB by creating a special model
that included this trailer. Called the MGB GT DT (Dual Trunk), it was
towed from the chrome bumper end for the American market, and the
rubber bumper end for the European market. Although beautiful to look at
and stoutly constructed, it was quickly phased out of production due to
seemingly unsolvable electrical problems.—Ken Eberts, Temecula, CA
Partially the real reason is schizophrenia as a result of its introduction
of the "Carmen-Cohen" mobile . . . because half the time it doesn't know
if it's "Carmen" or "Cohen."—Sid Cohen, Phoenix, AZ
The little voice in my head cautioned me about using Picasso Autobody.
But I would not listen.—Anonymous
So much for the 5-mph bumper crash test! Trailer Queen! The only
reliable English car made! Obviously this car(?) is hooked up to a trailer
hitch.—Richard Friedman, New York, NY
This is a fine example of the rare and sought-after MGBGM. Only a
small handful were built on the Monday following both the change from
chrome to rubber bumpers and the surprise win of Arsenal over Birmingham
in Sunday's footy match. While engine power was severely reduced,
the increased luggage space was considered by many to be a fair tradeoff.
It's likely that the original purchase price was recouped by recycling all of
the empty lager cans found in both boots.—Mark Becht, Chandler AZ
The expression "never buy a car built on a Monday" was never more true
than at British Leyland during the 1970s.—Andy Williams, Norwalk, CT
Dr. (M.G.) Doolittle's Push Me/Pull Me Small English Animal Ambulance
Trailer.—B.G. von Barkhausen, Scottsdale, AZ
"Your MG's ready, Bob," said the message on his tape. As Bob headed
over to the restorer, he smugly reflected that he had finally found a way to
deal with the runaway costs and imperial attitudes of restoration shops. Six
months earlier when they had presented the ridiculous estimate of $20,000
to do a frame-up on his beloved little MG, he had simply said, "Look, my
budget is $4,000 and not a penny more—just do your best and call me when
it's ready!"—Jack Boxstrom, Ontario, Canada
This is obviously BMC's half-assed attempt at cloning a Studebaker.—
Noel Lutsey, Mesa, AZ
The collapse of the British car industry was caused less by reasons #1
thru #46 than by reason #47—the switch to the modern industrial techniques
of "Pull"-type production along with "Push"-type manufacturing.
The outcome was the Pull Me/Push You collection of vehicles which couldn't
go forward since reverse was bi-directional. The static nature of these
vehicles left would-be buyers undecided as to how to get them out of the
dealerships, so they didn't.—Dave Leonard, Nashville, TN
MG finally decided to start using opinion surveys for designs of new
models. One-hundred percent of those surveyed were negative on the engine,
transmission and Lucas electricals. Fifty-percent liked the new rubber
bumpers and the other 50% preferred the old chrome bumpers. MG tried to
make everyone happy.—Pete Wilzbach, Duluth, GA
This month's winner of the sure-to-be-collectible 1/18 scale model
courtesy of USAppraisal is George Demuth, for his scathingly accurate
two-sentence summation of the fate of the English car industry.—ED.•
Sports Car Market

Page 23

IFERRAR
E
Chassis number: 0191EL
Engine number: 0191EL
Although superficially well presented when purchased, during 19891994
this car was subjected to a painstaking restoration with bills available
documenting the cost at no less than $700,000.
Sold by Brooks at Gstaad, Switzerland in December 1999 for $334,845
including buyer's premium, $51,000 over Brooks' optimistically high
estimate of $283,500, and over SCM' s Price Guide high of $250,000.
This was a lot ofmoney for a 212 Inter, which was Enzo's heavier and
longer-wheelbase street version of his successful competition 212 Export
model. The unique Ghia body and paint treatment seen here were
not trendsetters and did not appear on later Ferraris. One Ferrari
magazine's recent price guide gives a high figure of $185,000 for a
Vignale body and $150,000 for Ghia-bodied Inters. Vignale-bodied Exports
are estimated at a high of $450,000.
ven without the connection to President Juan Peron, this
would still be an important car as it is one of the rare 212s
with Ghia coachwork. This car was exhibited at the 1952
Turin Show with aright-hand drive Ghia Cabriolet body. On
July 16th it was sold to a Milan publishing house. Just three
months later, it was returned to Ghia who re-clothed it with
this striking left-hand coupe body. Their chief stylist drew a handsome,
uncluttered line notable for its expanse of glassware, slim pillars and
careful detailing. Painted yellow and black, it was displayed at the October
1952 Paris Salon. By 1953 it was on its way to Argentina as the property
of Juan Peron. Exactly what happened to the car after Peron's exile is not
known, but it emerged in Buenos Aires in 1973 with a five-speed gearbox
(from a Ferrari 225 #0172ET). Subsequent history is well-documentedPeron
was reunited with the car when he returned in 1974—and it was
imported into Switzerland in 1988 from where it was acquired by a
German in 1989.
The car, while a very expensive restoration to original standards, is
simply not very original. When purchased prior to
its restoration, it was missing the correct bumpers
and lights. Years of neglect meant that much of the
body panels and inner frame had to be replaced,
and among the many parts that had to be fabricated
were the radiator grille, fuel tank and floor
pans. (See Thoroughbred & Classics Cars, September
1995, for six pages detailing the restoration.)
The transmission is not original. The 3-carb
setup is probably an early upgrade, since most
early Inters came with a single Weber mounted on
a water-heated manifold. And it was converted by
Ghia from a RHD. All three of these modifications
are very desirable from a driving standpoint, especially
if the gearbox has synchros. But they do
not add to the aura of originality.
Years produced 
Number produced 
Original list price 
SCMPrice Guide 
Tune-up/major service 
Distributor cap 
Chassis # 
Engine # 
1950-53
81
5,600,000 Lire; $8,960
$150,000-250,000
$2,000
Negotiable, offer $600
Front frame tube
Engine rear mount
Clubs  Ferrari Owners Club, 8642 Cleta St.,
Downey, CA 90241
Ferrari Club of America, 15872 Radwick,
Silver Springs, MD 20906
Web sites 
Alternatives to consider 
These early cars are not a great deal offun to drive. Contemporary
tests revealed the Inter to take 16.6 seconds for 0 to 80, the Export model,
usually about 400 pounds lighter and with more power did 0 to 90 in
14.1. Having owned and driven the Ghia-bodied 2+2 Inter built just
before this one, #0189, bought by King Farouk from the Brussels show
stand in January 1952, I can attest to the vintage feel of these cars. The
March, 2000 
212 Export, early 250 series
FerrariOwnersClub.org
www.maranello.com
166, 195 I,
1951 Ferrari 212 Inter Ghia Coupe
handling is early '50s, with the front independent suspension controlled
by a transverse leaf spring, and the rear solid axle mounted on two leaf
springs. Combined with the single carburetor engine of about 130-140
hp and the non-synchro gearbox (the factory brochures claimed 4-5 had
synchromesh, but most owners have never found it) it makes for an
exciting drive in modern traffic. No talking on the cell phone while piloting
your 212 in traffic! Incidentally, if the owners of more modern Ferraris
complain about onerous maintenance requirements, you can whip
out the owners manuals for the 212s, and show them the leaf spring
maintenance requirements. "Every 620 to 930 miles the leaf springs
should be washed with petroleum and a little graphited oil injected by
means of a syringe between the leaves after lifting the car off the ground
and removing the small bolts of the spring clips. "These are not cars for
the 1,000-mile retrospectives.
So what accounts for this rather generous price? Some possibilities:
Celebrity value: "Evita" premiered on Broadway in 1979. The pro-
duction ran for an incredible 1,567 performances. It won an impressive
seven Tony Awards. The 1996 film grossed over $160 million and won
three Golden Globes, including a Best Actress nod
for Madonna. Thefilm also won an Academy Award
for best song. The Brooks catalog didn't mention if
0191 had a CD player
The "stamp album" phenomenon: Sometimes
to complete an album page, a collector will pay
more than normally justified just to fill a hole in a
collection, and with rare cars, sometimes there is
only one chance in a generation to acquire one.
Only two or three 212s have been offered for sale
in 1999 and at Christie's Pebble Beach Auction a
very desirable Export Berlinetta went unsold at a
high bid of $500,000. Low availability makes price
less important to the wealthy.
Or—Brooks had a very good auction: The
gross was almost double the $4.66M of last year
There were many bidders present and on the phones, so maybe it was
every seller 's dream—two determined and well-qualified bidders.
In any event, differing views ofvalues for unique objects is what makes
the hobby so interesting, and Value Guide editors eternally hopeful that, on
rare cars, at least some of their guesses will be right—John Apen•
(Photo and data courtesy of auction company)
25

Page 24

G1' MOTORS ha,s
expanded again!
We would like to thank our many loyal customers who have
now made us the largest independent Ferrari service and
restoration facility in Los Angeles.
In order to meet the demand from our word-of-mouth new
customers we have added yet another service bay.
Our staff of service technicians has a cumulative 80+ years
experience to offer for your Ferrari service and restoration
needs.
Stop by and see what the finest, fairest, and friendliest Ferrari
service looks like, or call Mike Fenison, our service manager,
to schedule your next Ferrari service.
GT Motors Glendale, CA.
TEL (818) 546-2971 FAX (818) 546-2812
50 GT S/N 003 was the feature car at the RM Classic Car
Auction at Scottsdale, Arizona, on January 23, 2000. With
standard F40s selling in the $250,000-300,000 range, and production
F50s bringing $600,000-650,000, the F50 GT's selling
price of $1,430,000 had the Ferrari world buzzing.
The F50 GT is one of the great "what ifs" in Ferrari's
history. The car was developed in late 1995-96 to be raced by
privateers in the 1997 BPR Global GT Championship series. Developed
as a competition coupe version of the F50,
the F50 GT was meant to be a replacement
for the F40 LM and its later variations, the
F40 LM GTE, which had been a relatively
successful car in the (now defunct) BPR GT
series. Two F50 GTs were to go to Scandia
racing, two more to Ferrari Club Italia which
was going to run with Benetton sponsorship,
and a fifth car was going to be supplied to
MomoCorsa. Other cars, if built, were to go to
various European privateers.
F
While the street version F50 will go from 060
mph in 3.7 seconds, and has a top speed of 202
mph, the racing version F50 GT will launch itself
from 0-60 mph in 2.9 seconds, and has a top speed
of 235 mph. The normal engine in an F50 street car, designated the Tipo
F130, is a de-tuned Fl-type V12 engine expanded to 4.7 liters and rated at
513 hp at 8,500 rpm. The F50 GT engine is designated the Tipo F130A
and develops a tire-shredding 750 hp at 10,500 rpm.
The official reasons for the cancellation of the F50 GT program in late
1996 were the high development costs and Ferrari's need to focus on
Formula 1. Rumors in the Ferrari world included a refusal by Ferrari to go
head to head with Porsche or Mercedes in GT racing, and/or that Bernie
Ecclestone, head honcho of Formula 1, didn't want Ferrari diverting its
resources from Fl, nor did Ecclestone want the Ferrari name in a rival
racing series from which Bernie derived no profit. (Strange how we find this
latter reason so easily believable.—ED.)
As an aside, the BPR series, named after its organizers, Jurgen Barth (of
the Porsche Factory) Patrick Peter (now organizer of the Tour Auto) and
Stephen Ratel (organizer of the Venturi and Lamborghini Challenge series)
is now suing Ecclestone. They claim he stole their series and replaced it
with the new FIA GT series, conveniently controlled by the aforementioned
Mr. Ecclestone.
WITH OUR FLEET OF COMPANY
OWNED TRUCKS"
DOOR TO DOOR SINCE 1979
BY TRUCK TRANSPORT OR DRIVER
• ICC LICENCED,
BONDED & INSURED
• OPEN OR ENCLOSED
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• 60 OFFICES
26 
= CALL FOR
A FREE QUOTE
800-233-4875
www.carmoves.com
The owners of the first three F50s delivered have not been shy about
showing off their hot-rod Ferraris. S/N 001 was sold to Art Zafiropoulo, a
California collector. This car arrived in the US on April 18, 1997 and was
introduced to the public at the Ferrari of North America-sponsored Rodeo
Drive concours of April 19, 1997, held in Beverly Hills.
The second F50 built, S/N 002, was sold through Conies, the Japanese
Ferrari importer, to a Japanese collector, Yoshikuni Okamoto. The third
car, S/N 003, was sold through Ferrari of Beverly Hills to Jim Spiro in
Louisiana. All were sold in the $1,000,000 or "a little more" range.
It was S/N 003 that sold at the RM Auction in Scottsdale for $1,430,000
including premium and is now on its way to an Australian collector. With
over 350 F50s built, a 150% premium for an F50 GT, which is really just a
race car without a racing pedigree (think 288 GTO) seems absurd. Add in
the knowledge that there are three tubs left at the factory waiting for
someone with the patience and checkbook to own S/Ns 004, 005 and 006
and the price seems even crazier.
On the other hand, in today's dot-com economy, where a private 757,
a fifty-room mansion or ownership of a Major League sports team doesn't
buy exclusivity, an F50 GT, the latest and most potent Ferrari GT race car
ever built, does guarantee bragging rights in the club of young billionaires
who are always looking for new ways to one-up their buddies. And paying a
$400,000 premium? That just means their stock will have to go up another
fifty cents a share to make that money back. •
Sports Car Market
Sheehan Speaks
by Michael Sheehan
F50 GT, A Very
Exclusive Club

• !
Chassis number: ZA9000500DLA 12554
Engine number: 12554
Etceterini 8c Friends Market Place
1984 Lamborghini Countach
ism 
1 gm
T
he sensation of the 1971 Geneva Salon,
the Countach was styled by
Marcello Gandini. Lamborghini's four-
cam V12 was retained, though this time installed longitudinally.
To achieve optimum weight distribution, designer
Paolo Stanzini placed the five-speed gearbox ahead
of the engine between the seats, and the differential, driven by a shaft
passing through the sump, at the rear.
When production began in 1974, the Countach sported an improved
chassis and a standard four-liter, instead of the prototype's five-liter
engine. Even with the smaller engine producing "only" 375 bhp, the
aerodynamically efficient Countach could attain 170 mph and, naturally,
came with racetrack roadholding to match. The car's potentially
largest market—the USA—remained closed to it until the arrival of the
"emissions friendly" LP500S in 1982.
Although no more powerful than before, the newcomer's 4754cc
engine brought with it a useful increase in torque. The final development
saw the engine enlarged to 5167cc and new four-valves-percylinder
heads adopted for the Countach Quattrovalvole, the latter's
180 mph top speed making it—briefly—the world's fastest car. The
right-hand drive LP500S pictured here has enjoyed
just three owners from new. The car came
into the current seller's hands in 1987 when it
had recorded 35,000 km and underwent a thorough
restoration in 1988-1989 at not inconsiderable
expense. The work included a full engine rebuild,
bodywork restoration, repaint, and full interior
retrim.
Years produced 
Number produced 
Tune-up/major-service 
Distributor cap 
Chassis # 
Finished in its original Acapulco blue with
magnolia/dark blue leather interior, the car is described
by the seller as in "very good" condition in
all respects. The tires are Pirelli, and the only listed
deviation from factory specification is an Ansa
sports exhaust system. The rear wing—unpainted
and not fitted—accompanies the car. It was of-
Club 
market value. Had this been a left-hand drive example sold in the US, this
would be considered a bit of a bargain.
I'm a firm believer that "driven" cars with some reasonable amount
of mileage are better buys than "garage queens" with no miles. Driven
cars tend not to create their own maladies from non-use. In any case,
Countachs are not exotics for the faint of heart. They are nasty to use in
reverse, they are not friendly to us big Americans who weigh more than
180 lb. and are over six feet tall, and with DOT bumpers and wing they
look downright silly, an absolute cartoon of what they started out to be.
Maintenance and service fall under "if you have to ask, please buy
something else. " But . . . any young boy who gave a modicum of consideration
to exotic cars in the '70s and '80s had a poster of a Countach in
his room. This doesn't hurt the current interest level Countachs are now
enjoying; as automotive tastes evolve, it may actually be their final hour
in the limelight.
The grown-up whippersnappers with the old posters are selling their
Original list price  £54,000; $76,010 (1984)
SCM Price Guide 
frame rail between the engine and trunk
Engine # 
on two-valve engines
Jim Kaminski, Lamborghini
Owner's Club, PO Box 7214,
St. Petersburg, FL 33734
Alternatives to consider 
fered with a complete history file, including all restoration and subsequent
service bills, and tailored car cover.
This Lamborghini Countach sold for $49,335 at the Brooks sale held at
the London Motor Show in October Taking into consideration that Countachs
are not as desirable in the UK as they are here, this seems like fair UK
28 
Ferrari Boxer or
Testarossa, Lotus Esprit SE, BMW MI
"dot.com "options and buying the Countachs of their youth. LP400s are
especially hot; they are rapidly becoming top-shelf
collectibles because of their purity of line and lowvolume
production. After all, any car with a periscope
has to be cool.
1982-1985
323
$50-80,000
$1,650-2,200
$225
Engine compartment, on the
Between cylinder heads
Bravo to the three English owners who actually
drove this 500S, another example of how Europeans
tend not to deib, their cars and actually
use them. A Countach on a proper country road
would be a howl to drive and these three blokes
must have had their share of howling. Although
again, the reality check comes when the engine
had to be rebuilt after just 20,000 miles of use; I
can't help but be suspicious of why. (May we see
that history file again, please?) Not as fast as the
LP400 but certainly quicker and cleaner looking
than the later US cars, this 500S has great curb appeal and would settle
in nicely into any Lambo enthusiast's garage.
Having been sorted for proper use, and with a proper rev limiter
fitted, this car should give its new owner miles of smiles. For the money,
there is a great deal of car here.—Steve Seri° •
Sports Car Market

The Wrenching
Truth
A look at repair and restoration shops recommended by SCM subscribers.
Please send your suggestions for shops for us to consider to copyed@sportscarmarket.com , fax 503/252-5854.
Nasko's Imports
0
ver the past two decades, Nasko and his shop have
become fixtures in Oregon's European car community.
From turning blistering lap times at Portland International
Raceway on club days in one of his trackprepared
Alfa GTVs to tuning late-model BMWs,
Nasko's life revolves around sports cars.
When I visited his shop, his parking lot contained a couple of Alfa
Spiders, two late-model Mercedes, and a customer's red Alfa GTV6
Balocco (with a "for sale" sign on it). Inside the shop were two red Alfa
Milanos. Although known as an Alfa specialist, Nasko works on a
variety of European cars. "You can't rely on Alfas only," he said.
He occasionally gets Fiats and Peugeots in for repair although, as he
points out, there aren't
too many of them left.
He also doesn't see as
many Ferraris as he did
twenty years ago. Since
they became valuable in
the late '80s, "People
just don't drive them
much, which means
they don't need much
service."
You'll see an occasional
British car at
Nasko's, but they aren't
his favorite. "They used
old technology," he said
and added that it's frustrating
to work on something
that was badly designed
from the beginning.
On the other hand,
Italian cars have really
improved since the '70s.
Italian car makers have
lete parts, such as for older Alfas, he buys four or five parts cars every
year just to keep "unobtainium" parts around.
Nasko handles light work such as valve jobs in house, and has a lathe
he uses to machine parts. He sends out work like grinding cranks, surfacing
heads, or boring to a local machine shop with which he has a twentyfour-year
relationship. The machine shop has only a couple of employees,
so there's no opportunity to pass the blame around if anything goes
wrong. "They stand behind their work," Nasko said. "It means a lot
more than getting the cheapest price."
With customers, one car leads to another. For example, Nasko worked
on two Alfas for one customer and wound up repairing his Toyota 4
Runner as well. He wrenched on a Porsche and a Mercedes for another
customer, and the man
eventually brought in his
Rolls-Royce.
Nasko's Always Looking For Another.
borrowed a lot of German technology to meet emissions standards and
their Bosch parts have made them more reliable.
To estimate a repair job, Nasko needs to see the car. "Trying to
diagnose a car over the phone is like trying to diagnose a sick person over
the phone," he said. If the job is something straightforward like a water
pump replacement, he can give the customer an
immediate estimate. If the problem is more complicated,
he'll call the customer after he does some
research. His bills are usually prepared from the
written estimate; if the price of the work goes $30
to $50 over the estimate, he always calls to let the
customer know what is going on and why.
When asked about cars that are expensive to
fix, Nasko mentioned an experience with a Porsche
930 Turbo. "I had a guy with a '77 come in. He had
heard a knock and thought it was an exhaust noise."
Shop 
Owner 
Location 
Number of staff 
Number of bays 
Years in operation 
Hourly rate 
Specialty 
Prefers to work on 
Least favorite 
It turned out to be much more serious, and the Porsche required a new rod,
anew crank, and an engine overhaul. The bill was $13,500.
Nasko keeps parts on hand that are OEM quality or better. He
doesn't like to fool around with cheap parts. For hard-to-find or obso-
March, 2000 
If customers want
to work on their own
cars or change their own
oil, Nasko doesn't advise
otherwise. "But
putting a car on the lift
for an oil change gives
me a chance to inspect
a car, and maybe spot
potential problems
while they are still easy,
and relatively cheap,
fixes." He stressed that
do-it-yourselfers
should know when to
quit if they start to get
in trouble. For example,
one customer changed
the fluid in his Alfa's
differential but overtorqued
the brass drain
plug, cracking it. The fluid leaked out while the owner was driving,
destroying the unit.
Atanas "Nasko" Vlaew
Portland, Oregon
3
$60 to $65
European cars
Another customer replaced the oil-pressure sending unit in his Alfa V6
cylinder head himself to save a $10 labor charge. Unfortunately, he overtightened
the unit and broke the boss right off the head. The main oil galley
was behind the boss, and the head was unrepairable.
An enthusiast himself, Nasko owns a pair of
Alfa Romeo Montreals, four GTVs, a '67 Duetto,
and a tube-framed Alfa racer that he enters in club
events. He also has several GTV6s and a handful
of BMWs. At home, he has a 40 x 60-foot barn
full of cars and parts, and seven or eight acres of
land to park future acquisitions.
Nasko's Imports
7
24
German, Italian cars
Jaguars, British cars
As you might expect from his collection, his
personal favorite sports car is the 1969-74 Alfa
GTV. While they are finally getting some recogni-
tion for the fine GT cars that they are, he believes it will be some time
before they become really collectible.—Bill Neill
Nasko's Imports, 5409 SE Francis, Portland, Oregon 97206. 503/
771-1472•
31

Page 30

WITH YOUR RENEWALS
Comments
Here are some thoughts and observations from fellow subscribers.
Keep up the good work, Keith!—W. A.
Moore, Vero Beach, FL
Bigger calendar of events.—Rene LeClerc,
New York, NY
Better? It's a veritable cornucopia of information,
news, and trends . . . and very entertaining
too!—Anthony C. Lowell, Stormville, NY
I am impressed with the quality of analysis.
All I ask for is more.—Donald Norman, Alexandria,
VA
Publish weekly!—Snodgrass-Brumos Porsche,
Jacksonville, FL
Could use more English cars.—Roger Ganser,
Madison, WI
Market
Do not be swayed by American Collector Car
stay the course!—Joseph Martin, Ar-
—
royo Grande, CA
Cut to the chase, man, we don't need two
Road & Track mags. What we want is a "for
real" value guide! I know you won't believe me,
but this is the best advice you'll ever get.—Derek
Durst, Newport, RI
Looks good, reads well, I'm very happy.—
James Fletcher, Bristol, IN
You are already the best! Show more cars in
the Auction Reports.—J. Namnoun Rug Gallery,
Hartford, CT
Resist the urge for more American! Great
magazine! I'd burn through it in a day if I'm not
careful, then what will I have to do for a
month?—Tom McKeever, San Francisco, CA
Separate the Lamborghini and Maserati sections,
similar to the Ferrari section. Add color
auction photos.—Richard Adams, Millbrae, CA
SCM is a great magazine. I can't figure out
why it took me so long to discover it!—Keith
Pharis, Carbondale, IL
Owning 14 of the 52 2000 GT Toyotas, I
should have some influence on your reflective
values. Please, may I offer my assistance with a
report or a presentation tip on the only Japanese
exotic?—Craig Zen, Hollywood, FL
I think it's one of the best car magazines
available; however, it would be nice to see more
single model exposures like Mr. Kerb's.—Wayne
Killen, Northville, MI
I very much enjoy when Keith lends a sarcastic
"edge" to his comments written below the
price realized.—John Zabrucky, Pacific Palisades,
CA
Thank Heavens it's wrapped in plastic! The
post office usually mangled my copy!—Richard
Merritt, Bethesda, MD
Keep up the good job—I spend more time
reading your publication than all others and I
subscribe to about five monthly mags.—Jay
Messick, Culver City, CA
Online pre-auction reviews.—Steven
Benardete, New York, NY We will have some very
interesting and useful things to announce about
our web site within the next 30 days.—ED.
You're doing a great job. I enjoy your magazine
as much as any automobile magazine out
there.—Raymond Axer, Monmouth, ME
It's great. Really enjoy the new color format.—Quaker
Classics, Fairmount, IN
More features on different cars.—John Baer,
Dallas, TX
It's great in its present form.—Richard Bird,
Elizabethtown, PA
32 
I think it would be excellent if you chose a
"Marque of the Month" and profiled a sampling
of their collectible cars. Alfa would be nice to
see.—Michael Feinberg, Castle Rock, CO.
Michael, we're working on doing a marque/
model profile each month.—ED.
How about two per month!—Tom Shipman,
Atlanta, GA
More coverage of affordable driveable classics.
Great job! Love the comments on the Auctions.—Terry
Hegge, Eagle River, AR
SCM has become the only publication that I
read cover-to-cover.—William Hockett, Spokane,
WA
Keep up the good work. Excellent publication
for serious car guys.—Wilson Whitmire,
Dallas, TX
More Ferrari articles, values, etc.—John
Nichols, Colchester, VT
Parts for sale should be more and why does
parts wanted or for sale have XX in front of
the words? Also, don't arrange your classified
order form so when it's torn out it wrecks the
page on the back that has the cars for sale.
Perforate it and have it on the back of something
else. (I like to have my issues tear-free.)—
Chuck Rizzo, Kenosha, WI. Chuck, the XXs are
there to help our formatting program, which
arranges models alphabetically, put the parts
wanted/for sale in the back of each section. As
for the classified ad page, we suggest photocopying
it.—ED.
Don't change anything!—Stanley Bauer,
Beverly Hills, CA
More American car reporting from auctions.—
Kevin–the Chizz-Patterson, Long Beach, CA
Very good as is!—Warren Seifer,
Morristown, NJ
You do a very good, insightful job, but you
need to focus on the most exotic racing and
show cars. You're close but remember the exotic.
(If it's beautiful it will be at the top of the
list.)—N.J. McNamara, Waterford, CA
Just great. Love the color and Martin, it's all
humor.—Ron Krueger, Oregon City, OR
On the cover, please place the month so
that it will not be covered by the mailing
sticker—John Gilliland, Huntington Beach, CA.
Done. With polybagging, we are able to put the
label on the outside of the bag, which also gives
us a little more latitude in cover design.—ED.
Ease up on the really snotty comments about
cars that you personally aren't enthused about.—
Steve Snyder, Orange, CA
Keep up the good work—I like your magazine
the way it is.—Robert Williams, Minneapolis,
MN
Expand your coverage, you're doing a good
job, but I can still read it all in one session.—
Bruce Kelly, Mentoda Heights, MN
I'd like to see more '60s, '70s American
muscle car stuff. Great publication, the only one
I get that I read cover to cover.—Peter Marcus,
Orlando, FL
Keep doing what you're doing.—James Clover,
Oldwick, NJ
More articles about restoration experiences.
Your magazine is terrific, I carry each issue around
until the next month's issue arrives.—David
Wahrhaftig, Larchmont, NY
Sports Car Market
Seattle, WA
Track or Car and Driver.
Edmon, OK
Classics, coachbuilders.—Charles H. Morse,
If others don't like it, let them read Road &
—
Stephen Nelson,
Great publication, love the artwork on the
covers!—Glenn Brueckmann, Williamsville, NY
Focus less on "cheap" end of market say,
under $20K and more on true Collectibles/Classics.
Also, interviews on key trends seen from
leading retailers and executives at auction houses.
Christie's, Blackstone, Symbolic, etc.—James
Utaski, Skillman, NJ
More lower market coverage, Italian, Fiat,
Lancia, Alfa, Maserati, $5K to $25K market.—
John Montgomery, Buford, GA
You're doing great.—Patrick Robins,
Burlington, VT
What an excellent publication you have.
Right on the money!—Joe Sackey, Laguna
Niguel, CA
Great book (Price Guide)! I read every word.
A couple of suggestions: Put all "permanent" info
into a separate piece, and ship once a year to
subscribers. Second, put a summary table with all
auction reports, list all cars' condition, top bids,
sold/not sold. Keep doing what you do best—informed,
sarcastic critique! Also, more race cars at
auction.—Don Schoeny, Princeton, MA. You 've
mentioned some things we are considering. We'll
first get the web site working properly, then decide
if there is still a need for a printed "annual.
"—ED.
Cheaper cars for sale! More cheesecake
(Lowrider chicks)—Ford-powered Ferraris, Jags
and Aston Martins.—Glenn Staffers, Chicago. IL
More cutting commentary from the editor
on auction vehicles, post block. It's a guaranteed
laugh every issue.—T Figenskau, Federal
Way, WA
What about adding auto art? And please keep
this a Euro-oriented mag. Thank you.—Ken
Salvi, Roseville, CA
Increase percentage of articles devoted to
American cars of 1950-70 vintage.—Bob
McDonald, Eugene, OR
I absolutely love Sports Car Market. Thanks
for being an excellent resource.—Bill Edwards,
Florence, SC
And thanks to all of you for your thoughtful
comments and your renewals.—K.M & C.B.•
EMMEN

Page 31

Jaguar XJ-S V12
Convertible
illf
between 1988 and 1991, is at that point now and merits consideration.
Surprising for a car that got no respect when it was first introduced, the
Jaguar XJ-S was produced longer than any other car Jaguar has built to date.
Over twenty years, from 1975 to 1996, Jaguar built over 115,000, first in
the "flying buttress" style grand touring coupe and then, after 1988, in
both coupe and convertible styles. The car was originally equipped with the
V12 engine carried over from the Series III E-types, and then after 1991
became available with Jaguar's six-cylinder engine as well.
When introduced, the XJ-S was criticized because it wasn't what the
press expected as the successor to the sleek, fast, two-seat E-types, and
frankly because it wasn't very good. Designed as a cruiser on the new fourlane
roads in England and Europe, the car could go all day at three-digit
speeds, carrying its occupants in reasonable comfort. But it was only available
in a controversially-styled coupe, had dead-feeling power steering,
floated over bumps, pulled like a pig on tight corners, and often got singledigit
mileage in a gas-crisis era. It was also an era of labor difficulties in
England and Jaguar's build quality seemed to get worse every year.
So why did Jaguar continue to produce the XJ-S? Quite simply, they
needed a sporting model to maintain their image and they couldn't afford
to design a replacement. So instead, they kept on producing the XJ-S,
fixing a thing or two each year until they finally got it right.
And get it right, we think they did. When they finally got around to
making their own convertible in 1988 (coupes had been converted for
many years, and there was an H&E conversion done in Cincinnati in 1986
and 1987 with Browns Lane blessing) it was a very nice car. Over the years,
they had updated the silky-smooth V12 to get decent mileage without
sacrificing torque or top speed, sorted out most of the handling problems,
and upgraded the interior trim to reflect the Jaguar image. In 1991, the
rear-end styling was tweaked a little, and occasional rear seats were added
(at the request of Princess Di, who threatened to buy a Mercedes otherwise,
so it was said). The convertible continued to be produced until 1996, when
it was replaced by the XK-8. In a way it still lives on, since its floor pan still
underpins the new Aston Martins.
hen does a car cross the line from used car to classic?
If you can figure that out, you may be able to
buy that older car you've always admired at the
absolute bottom of the market, after it has ceased
depreciating and before it has started to accrue a
collector's premium. We think the Jaguar XJ-S convertible
with the V12 engine, especially those built
We believe that the entire line of factory convertibles has the potential
to become classic. A "classic," at least according to this writer, has styling
that will continue to attract admiring glances, performance that makes
driving a pleasure in itself, reasonable dependability and parts availability
so that it can be enjoyed without excessive expense, and won't depreciate
further. If you buy carefully, we think the early-style convertibles now
meet these standards.
You should be able to find a car that has been owned by a Jaguar enthusiast
who is now trading up to an XK-8, one that was conscientiously
maintained by the dealer and maybe even shown in the occasional Jag club
concours. And you still shouldn't have to pay more than $25,000, often
even less. You might look for the "Collector Edition" produced in 1991
only; it has a nicer interior, but isn't worth a significant premium.
You can keep an eye on the second version convertibles (1991-1996)
but they're really not cheap enough yet. They still show up on Jaguar dealer
lots, complete with warranties in the Jaguar Select Edition program, which
means they're still depreciable used cars. If you want to experience a V12
engine for less money, you might look at the earlier coupes. Regardless of
which XJ-S you look at, buy one that is in exceptional condition; don't
settle for less. The exterior should be rust-free and the interior needing
only a little Hide Food. Make sure every single electronic accessory works,
March, 2000 
It's not an XKE, but you can still get a V12 engine.
because they're a pain to trouble-shoot. Above all, these cars are not
candidates for restoration—you wouldn't spend much less to restore a
basket-case XJ-S than you might for a similar Ferrari.—Gary Anderson,
Editor, British Car Magazine•
Years produced 
Original list price 
SCM Price Guide 
Current value 
First series convertibles (1988-1991); all XJ-S (1975-1996)
Number produced  First series convertibles (13,197); all convertibles (31,752);
all XJ-S (115,200)
$41,500
not yet listed
Tune-up/major service 
Distributor cap 
Chassis # 
Engine if 
Club 
Web site 
Convertibles only: $15,000-30,000 (1988-1991);
$20,000-35,000 (1991-1996)
$300-500
$99.50 (may be difficult to find)
Plate on firewall and on dash at base of windshield
Plate on engine
Jaguar Clubs of North America, 888/258-2524 (8 am-6 pm PST)
www.jcna.com
Alternatives to consider 
Mercedes 560SL, Porsche 930 Turbo Cabriolet,
Jensen Interceptor Convertible
USAppraisal
MONTHLY MYSTERY PHOTO
Response Deadline April 1, 2000
Our photo, your caption.
Be the author of the most accurate, most creative or most
provocative response and receive a genuine, highly desirable,
sure-to-be-collectible-someday 1/18 scale collector car model
courtesy of USAppraisal.
Ties will be arbitrarily and capriciously decided.
Fax your response to 503/252-5854.
e-mail: copyed@sportscarmarket.com; snailmail:
Mystery, 6833 SE Pine Ct., Portland, OR 97215-1429.
33

Page 32

Book Reviews
by Michael Duffey
Ratings: 4-13-er4-4- is Best.
Two copies of books, videos, CDs, etc. must be furnished for review. Please send one copy to SCM, P.O. Box 16130, Portland, OR 97292.
Please send another to Michael Duffey, 2953 Park Center Drive, Los Angeles, CA 90068
BMW: The Classic Cars of the
1960s and 70s
Author: Laurence Meredith
Publisher: The Crowood Press, Ltd, dist by Classic Motorbooks
Phone: 800/826-6600
Size: 71/2" x 91/2" hardcover. 192 pages. Price: $34.95
Rating: BMW enthusiasts: ***71- Casual enthusiast:
BMW's recovery after WWII and re-en-
try into automobile production didn't begin
until 1951. However, it was the introduction
of the 1500 model in the earl y '60s that led the
way to the cars that are built today and the
reputation of BMW itself. By the mid-'60s,
there were eleven models in production and
distributor Max Hoffman was sellin g every
car he could get.
BMW: The Classic Cars of the 1960s and
70s is the story of the evolution of the BMW
from the two-cylinder 700, to the wide range
of four-cylinder models from the 1500 to the 2002 and finall y the sixcylinder
models be ginning with the 2800CS in 1968. Author Laurence
Meredith has collected a large group of period photos (many in color)
and dovetails them with period press reviews and technical details,
making this book a cross between a picture book and a bu yer's guide.
Though this book is not filled with chassis numbers and available color
schemes, Meredith has collected a lot of information useful to the
enthusiast lookin g to learn more about this interestin g group of cars,
without delving into minute details that aren't so necessar y (or
interesting) to the neophyte. Overall, this book is an enjo yable look
back at this pivotal period in BMW's histor y and a chance to revisit
the models that made the mar que so well-known and respected toda y.
Alfa Romeo:
Always With Passion
Author: David Owen
Publisher: Haynes Publishing, dist. by Classic Motorbooks
Phone: 800/826-6600
Size: 81/4" x 101/2" hardcover. 160 pages. Price: $34.95
Rating: Alfa fans: *71-*73- Casual enthusiast: *73-1/2
Fans of British sports cars are well served
with a wide variety of books and buyer's
guides, but by comparison the Alfa Romeo
enthusiast has been shortchan ged. David
Owen has made a dent in this information
gap in his new book, Alfa Romeo: Always
With Passion.
This book covers all of the postwar models
from the 1900 throu gh the 166, and includes
history, styling, and the evolution of
each. Excellent side bars describe each car's
salient technical features and each model has
its own section dedicated to buying hints. Even rare models like the GTA,
Junior Zagato and Quattroruote Zagato are given their due. Extensively
illustrated with contemporary and period photos, this book is a one-stop
shopping tome for the Alfa enthusiast in the formative sta ges, as well as
being a nicely produced picture book for the more experienced Alfisti. •
umi...LThe Fifteen Year
Picture
Maserati BiTurbo, Lotus Esprit Turbo, Ferrari 308 GTBi QV
• 1984-85
Maserati
BiTurbo Coupe $20,000
$80,000
$70,000
$60,000
$50,000
$40,000
$30,000
• 1983-85 Lotus $i 0,000
Esprit Turbo
• 1983-84 Ferrari
308 GTBi QV
-1986
1987 
(Prices for cars in excellent condition.
Additional data compiled from SCM archives.)
1988
1989
1990
1991
1992
1993
This monthly value guide is provided courtesy of Cars of Particular Interest. CPI is the
pocket guide most often used by credit unions and banks when dealing with loan values
of collectible domestic and imported cars. Ph: 301/317-4228, FAX 301/317-8330*
34 
1994

_
1995
1990
1997
Lotus Ferrari
998
1999 
2000 
Maserati
Sports Car Market

Page 33


Auction Report
Winter
n auction report is just a
snapshot of the collecting
world. Within the 150 or so
cars reported on, we try to
have a representative sample
of activities on all levels of
the collector's world, from $2,500 rubber
bumper MGBs to million-dollar Delahayes.
No one sale, no one transaction defines a
market. However, a curve can be determined
by examining how similar cars do at different
venues. So SCM endeavors to report on different
types of events, held in different locations
worldwide.
Next month, we'll have our complete, exhaustive
report on the Barrett-Jackson auction.
This month, in leading up to it, we feature
the brave and reasonably successful inaugural
Auto Salon & Auction sale in Manhattan,
followed by the opening skirmishes of the
Scottsdale campaign, where the pickets of Silver
and Kruse engaged.
While SCMdoesn't focus on American cars
or hot rods, there is no question that those are
the market segments that are the hottest right
now. As pure articles of investment, we'd suggest
that you would be much happier with a
ENGLISH CARS
cs.Zet.6

,
AT THE WALDORF
Auto Salon & Auction
New York, NY
VII.
November 27, 1999
Auctioneer: Andy Adcock
Number of automotive lots: 54
Number of automotive lots sold: 24
Sale rate: 44%
Sale total: $3,745,250
High: Lot #21, 1933 Mercedes 380K sold
for $962,500
Buyer's Premium Included: 10%
Report by Dave Kinney
IT
'58 Impalas: Hotter than Boxers
garage full of fuel-injected 1958 Chevy Impala
convertibles rather than a bevy of Ferrari Boxers,
Maserati Ghiblis and 25th Anniversary
Lamborghini Countachs.
In today's collecting climate, showing up
with a Boyd Coddington creation will mark
you as a savvy collector, while having a Drogo
one-off may cause people to wonder why you
own a kit car.
This makes it a good time to be buying
Italian exotics so long as your ego can stand
the indignity of everyone at the Dairy Queen
gathering around the Pontiac GTO convertible
while you and your Ferrari Lusso languish in
the drive-thru line.—K.M
SCM 1 6 Scale Condition Rating
-
1: National concours standard / perfect.
2: Very good, club concours, some small flaws.
3: Average daily driver in decent condition.
4: Still a driver but with some apparent flaws.
5: A nasty beast that runs but has many problems.
6: A non-running car in wretched physical
condition that is probably only good for parts.
March, 2000 
Market opinions by Kinney and Dave
Brownell in italics
he Auto Salon & Auction at the
Waldorf was an attempt to recreate
some of the splendor of
Auto Salons held in New York
before the Great Depression,
where auto manufacturers and
coach builders could show offtheir finest wares
to the crowd that counts.
No blue jeans, shorts or Dale Earnhardt Tshirts
could be found in the audience of about
500 bidders and punters. Navy blue blazers,
freshly pressed pants and loafers accompanied
by Nokias and Palm Pilots was the casual
day-off wear for this group.
Holding an auction two days after Thanksgiving
presents its difficulties. According to
Dennis Nicotra of Premier Resource Group,
which, along with the Robb Report, were the
sponsors of the Auto Salon Auction, this was
the only weekend available. There were a few
first-time-out organizational glitches as well.
If you wanted a drink during the three-hourplus
event, you had to go two floors up to get
it, a massive Robb Report display stand dead
center on the auction floor impeded the flow
of traffic in the room, and, at least for my
taste, the "down home" style of the auctioneer
was out of place in this uptown setting.
The future success of the Auto Salon depends
entirely on the will power of the organizers.
Theoretically, the NYC area has the affluent
collectors who provide an ideal audience.
The grand ballroom has an elegant three-story
ceiling that lets you feel like you're inside a
wedding cake, a far cry from tents and Porta
Pottis. The mix of cars, although granted many
had optimistic reserves, was superb. For West
Coast types, an Auto Salon auction could
present the ideal opportunity to take in a Broadway
show or two and go home with a Duesenberg
as well. There is potential here for a successful
annual event, and it will be up to the
Premier Resource Group and the Robb Report
to push forward and bring it to fruition —D.K.
yellow/blue leather. Top: tan canvas. A London-to-Edinburgh
tourer replica, rebody of a
Thrupp & Maberly two-seater. Painted blue
wire wheels, seats looked to be recovered at
different times. Nice brass and paint, handsome
body style. Side mounts, tube horn, full
fendered. Cond: 3+. NOT SOLD AT
$125,000. Rebodied Rolls cars are not like most
others—they were often done on a whim and
often when the car was just a year or two old
That said, however, the reserve seemed much
too high in light ofother cars that can be bought
for $500K
#9 - 1921 CHITTY-CHITTY-BANGBANG
II Open Tourer. Body by Zborowski
(homebuilt). S/N 20669. RHD. Cream yellow/
green leather. Top: green cloth. 18.8-liter
Mercedes aircraft engine. The only remaining
of 4 built by eccentric Polish Count Louis
#10 - 1913 ROLLS-ROYCE SILVER
GHOST 40/50 HP London-to-Edinburgh
Tourer. Rebodied. S/N 2555. RHD. Cream
Zborowski at his estate outside London. Chain
drive, timed at Brooklands at over 108 mph. A
massive and breathtaking car, in "put away wet"
condition. Cond: 4. NOT SOLD AT
$1,100,000. Chitty is a real piece of
automotive and children's book history. A brass
bitsa that made good One can hope if a new
owner is found (yours today for $1.5 M) they
can get their Chit together logo vintage racing.
#33 - 1934 LAGONDA M45 Drophead.
Body by G. Wylder. S/N Z10815. Odo: 30,000
miles. RHD. "Sporting" gray/navy blue leather.
Top: navy blue cloth. One-off with beautiful
flowing fender lines, disappearing top, hood louvers
that continue into the cowl (jolly good effect,
that!) rear-mounted spare, top speed of
96 mph. Recent restoration, lawn at Pebble
Beach 1999. A beautiful car with classic lines.
Cond: 2. SOLD AT $214,500. Americans still
35

Page 34


SCM Auction Report:iiivuetwo Lag, NY
#41 - 1955 BENTLEY S-1 CONTINENTAL
2-dr. Fastback. Body by HJ Mulliner.
S/N BC96LAF. Eng.# BC95A. Odo: 4,842
miles. LHD. Burgundy/tan leather. Left-hand
do not appreciate Lagondas for what they were
and are. (Hello, Ford: You own the name now—
perhaps an upscale Jaguar for us called
Lagonda—or Daimler?) Sold after the auction
ended. A tough sell, but worth the bid.
#4 - 1935 BENTLEY 3.5-LITRE
DROPHEAD Coupe. Body by Park Ward.
SN B66DG. Eng.# Y8BE. RHD. Dark green/
saddle leather. Top: green cloth. 1970s restora-
tory build sheet and tool roll. Good panel fit
and fmish. Great paint and leather. Chrome wire
wheels. Recent award winner. Cond: 2. NOT
SOLD AT $110,000. A tough call on value and
pricing. A #1 condition DB4 without the GT engine
is a $50,000 to $65,000 car on a good day.
Is the GT motor worth a $40,000 to $100,000
spir Low estimate was $150K Could have been
sold at $110K without regrets.
#3 - 1965 BENTLEY "EXPERIMENTAL
RACER" Open-wheeled Racer with Fenders.
Body by factory & Lyncar Engineering.
SN S.S.S. C-2. Dark blue/black, no top or bows.
drive with air conditioning. Recent, still fresh
restoration. Beautiful mile-deep chrome, very
good wood, paint and leather. Swiss delivery
formerly with flat "B" on radiator, now with
flying "B." Color change from silver. Very nice.
Cond: 2+. NOT SOLD AT $150,000. These
are true coachbuilt cars that retain their good
looks even into the 21st Century. The reserve
price was overly optimistic, and this car, although
near perfect, is tough sledding above
$150,000.
#39 - 1958 ASTON MARTIN DB214
MARK III 2-dr. Coupe. Body by Tickford.
S/N AM 300 3 1367. LHD. Burgundy/black.
tion, Crawford Museum car. Good but not fresh
paint, chrome, leather and carpets. P-100
headlamps, painted wire wheels, chromed
landau bars, rear-mounted spare. A pretty
Derby Bentley. Cond: 3. SOLD AT $67,100.
1,177 3.5-Litre Bentleys were built, and fewer
than i/4 were dropheads. These were among
the first owner-driver Rolls-Bentley cars, and
with a top speed of 95 mph, "the silent sports
car" is one to own. Well bought, but not cheap.
#35- 1953 BENTLEY R CONTINENTAL
2-dr. Fastback Coupe. Body by HJ Mulliner.
SN BC5OLC. Eng.# BCC49. LHD. Medium
green/gray leather. Quite original but
A one-off escapee from Crewe. Front engined
with a Bentley 6.2-liter motor. Said to have been
a show car at the T-type introduction. Later
conversion into a race/sports car. Fenders with
built-in turn signals, teardrop headrest fairing,
Wade supercharger. Cond: 3. NOT SOLD AT
$60,000. The British call these "specials." Others
are less kind No helpful descriptions were
forthcoming by auction staff and the audience
was mystified by this car. Was it racer or sports
car? Too cheap at $60K Former Pebble/Meadow
Brook entry.
FRENCH CARS
A very high quality restoration. Excellent panel
fit, beautiful detailing throughout. Chrome wire
wheels, 3.0-liter motor. Same owner past 15
years. Excellent in every way. Cond: 1. SOLD
AT $77,000. Way over the usual market price
for these cars, another case of a very nice car
bringing a very nice price. If the new owner
was looking for the best, he found it. And paid
for it, too—but the premium will seem insignificant
over time.
#17 - 1962 ASTON MARTIN DB4 SERIES
IV 2-dr. Coupe. Body by Touring. S/N
DB4/861/L. Odo: 22,500 miles. LHD. Silver/
#47 - 1932 BUGATTI TYPE 50 Roadster.
Body by Gangloff. S/N 50139. RHD. Dark
with some restoration, notably to the interior.
Factory tach. Former owners NY Yankees
owner, Dan Topping and Bentley collector,
Anne Klein. Called by some "the finest original
R." Overhauled engine. Cond: 3. SOLD
AT $195,000. Announced sold after the trip
across the auction block. Great cars with good
pedigrees are not easy to find. The above-market
price reflects this, and the new owner should
have no regrets.
36 
red leather. A factory DB4 fitted with the 3.7liter
DB4 GT specification engine with dualplug
cylinder head. Left-hand drive with fac-
green/black/green leather. Top: black cloth. Said
to have been designed by Jean Bugatti, body
by Gangloff. Polished cast alloy wheels, 5liter
motor with twin carburetors. A very handsome
roadster with classic European styling.
Cond: 1. NOT SOLD AT $600,000. This was
a tough venue for this car The high-end Bugatti
market is thin, but affluent. The two bidders it
would have taken to drive this car higher just
weren't in the audience.
#16 - 1939 TALBOT T150C Coupe. Body
by Talbot. S/N 90060. Odo: 200 approx. miles.
RHD. French racing blue/red leather. Show detailed
to better than new condition, chrome
wire wheels. Close to perfect paint, chrome,
Wilton carpets and Connolly leather.
Sports Car Market

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
SOLD AT $150,000. Made just one year before
production ceased, each 235 Delahaye is a
little or a lot different from the next. Body style
and coachbuilder is important in valuation, as
is beauty. Too cheap at $150,000 but for a closed
car it's getting close.
GERMAN CARS
#21 - 1933 MERCEDES-BENZ 380K
SPECIAL Roadster. Body by Erdmann &
Rossi. S/N 7778. Eng.# 95 289. LHD. Black/
red leather. A magnificent and very authentic
Solex carbs, $12,500 new—the cost of about
seven 1953 Chevys! Cond: 3+. SOLD AT
$82,500. A very good buy. The 300S is a great
road car, and is a solid and easy-to-drive collector
car More fun than stocks and bonds,
and less maintenance than a boat—a Blue chip
collectible.
#20 - 1954 MERCEDES-BENZ 300SL
Gullwing Coupe. Body by Mercedes. S/N
198 040 4500090. Odo: 28,000 kms. LHD.
restoration of an important prewar Mercedes.
Chrome wire wheels, light coachwork by
Erdmann & Rossi of Berlin. Winner of the 1996
Pebble Beach Mercedes trophy. Cond: 1.
SOLD AT $962,500. With 500 and 540Ks taking
all the publicity away from the 380Ks, it's a
bit of a wonder that this lovely car made close
to $1M at auction, yet it did so with the style
andflair you would expect. A lot of money for a
lot of car Fair price.
#36 - 1935 MERCEDES-BENZ 500K Cabriolet
A. Body by Sindelfingen. S/N 113644.
Eng.# 113644. LHD. Graphite gray and black/
red leather. Top: black cloth. A very pleasing
SCM Auction Report: Ire tw
o
La Irokn
, NY
some. Sure, it's a great restoration, but. . . This
one was the talk of the auction, and makes the
just "good" ones at $50K look real attractive.
On the other side of the argument, however,
ever price restoring one?
#38 - 1956 PORSCHE 356A CARRERA
Speedster. Body by Porsche. S/N 82243.
LHD. Black/red leather. Top: Black cloth.
Silver/black leather. One-family owned since
new. Restored by Paul Russell and Company.
Fitted luggage. Excellent paint, chrome and interior.
Some slight blemishes on the rubber gaskets.
Great panel fit and finish. Correspondence
and papers from factory. Cond: 2-.
SOLD AT $319,000. Well above the high estimate
($265K), this well-sorted-out example
shows that known history and low miles counts,
even in the auction venue. Over the current
retail value, but the right car for a keeper And
it's a Paul Russell restoration. . .
#12 - 1956 MERCEDES-BENZ 300C 4dr.
Cabriolet. Body by Mercedes. S/N 186 033
650026. Eng.# 186 033 6500024. Odo: 62,558
miles. LHD. Silver/black leather. Top: black
body style, and fully restored. Chrome wire
wheels, dual rear spares. Excellent fit and finish.
Excellent paint, chrome, leather and top.
Original owners, members of the Opel family.
Supercharged 5-liter eight. A visually stunning
car. Cond: 1-. NOT SOLD AT $900,000. In
today's hot market for ultra-special cars, a cool
Internet-based $1,200,000 or $1,300,000
should get this car sold.
#40 - 1953 MERCEDES-BENZ 300S
SUNROOF 2-dr. Coupe. S/N 188 011
0005853. Odo: 43,000 miles. LHD. Medium
blue/saddle tan leather. A rare (fewer than 25
built) sunroof 300S with factory fitted luggage.
Older, very high quality restoration, holding
up well. Some scratches on chrome. 6-cyl.
overhead cam (M188) motor, 3 downdraft
38 
1500GS 4-cam "Carrera" motor. Recent rebuild
using 550 Spyder cams and Weber carbs,
original Solex carbs included. Older restoration,
but a fresh repaint. Chromed Rudge
knock-off wheels. The Speedster to have as a
keeper. One of 140 built. Cond: 2. NOT
SOLD AT $120,000. A tough call. Worth the
bid, but is it worth more? Not a one-off so if
you search hard, you can find another, probably
in similar condition, and probably for
about the amount bid
#11 - 1957 MERCEDES-BENZ 300SC
Cabriolet A. Body by Mercedes. SN 188 013
750003. Eng.# 188 013 7500007. Odo: 24,434
miles. LHD. Black/red leather. Top: black Haartz
cloth. Full body-off restoration with tools and
fitted luggage. Excellent paint, leather and carpets,
but chrome seemed a little off. Venezuela
license plates. A striking car, in the right colors
with all the right bells and whistles. One ofjust
49 Cabriolets. Cond: 1-. NOT SOLD AT
$180,000. With a high bid of less than half the
low estimate ($400K), no one in the house was
ready to drive (or more likely trailer) this one
home. Worth close to the low estimate.
#101 - 1957 PORSCHE 356 SPEEDSTER
Haartz cloth. Paint, chrome, top, leather, interior,
and panel fit are all excellent. Tinted sun
visors, wide white walls, fog lights. The 1956
New York auto show car, with a full body-off
restoration, Meadow Brook first in class. Same
owner past ten years. Cond: 1. SOLD AT
$154,000. All the money in the world, and then
2-dr. Body by Reutter. S/N 83277. LHD. Silver
and red, red stripes/given leather, no top or bows.
Built by KlubSport racing, FL. Campaigned by
Andy Boss in vintage and historical events, with
documented SCCA race history. Modified Porsche
tub with integrated roll bar. Momo wheel.
4-wheel discs, ZF differential, 1720cc, 160 hpmotor.
Race ready. Poor panel fit. Cond: 3-.
SOLD AT $53,900. Bought at the price of a #1
condition Speedster Impossible to build and hard
Sports Car Market

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SCM Auction Report:Avuetwo
to duplicate at this price. Proceeds to benefit
Paul Newman's Hole In The Wall Gang camp. A
good buy for a vintage race car with style and
flair, but still many incorrect bits.
#22 - 1958 BMW 507 Roadster. Body by
BMW. S/N 70096. Odo: 40,000 miles. LHD.
White/saddle tan. Top: black cloth. A
driver, not a show car. Said to have complete
history from new, Rudge K/O wheels, Becker
Le Mans radio, sold new in Caracas, Venezuela.
3.2-liter V8. Sold new at a cost of close to
$9,000 (a 300SL was $1,000 less). Only 253
507s built. Cond: 3. NOT SOLD AT
$150,000. The recent sale of a 507 for
$266,500 at the Brooks Hershey sale must
have been in the mind of the seller and the
auction company. However, this car, although
quite nice, had a lesser quality of restoration.
Should bring more, but not a lot more.
#48 - 1968 MERCEDES-BENZ 600LWB
Landaulette. Body by Mercedes. S/N 100 015
12 0010. Odo: 5,000 miles. LHD. Black/black
Ny
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TV, intercom, all power. Too big to make it inside
the hotel, was viewed in the parking garage.
Car sat level, indicating troublesome air
suspension was okay at that time. Cond: 1.
NOT SOLD AT $160,000. A monster only a
museum or Donald Trump can use. As big as
cars get before they are assigned their own zip
codes. 600s are great examples of the best of
'60s German engineering. However, engineering
marches on. Price bid was fair
#32 - 1972 MERCEDES-BENZ 600SWB
4-dr. "Personal Limo." Body by Mercedes.
S/N 100 012 12 0021. Odo: 9,500 miles. LHD.
Astral silver/black leather. A Mercedes finished
leather. Top: black steel, black cloth. A 5,000mile
car needing a full restoration? Refrigerator,
Life's ab
choice
to Cadillac standards, that is to say, visible paint
flaws. Excellent otherwise. Sunroof, rear air and
rear radio. Miles said to be original. The SWB is
When POSIES, Inc. needs to ship their
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United States,Canada & Mexico
Chosen as the official transporters for:
March, 2000
Please Call for a FREE QUOTE.
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39

Page 38

JEEP GRAND CHEROKEE
Yes, you spend a lot of time indoors—on average, 95
percent of your lifetime. This being the way of the world,
we who build Jeep 4x4s have gone to great lengths to make
what time you do spend out there downright amazing.
It's why we equipped Grand Cherokee Limited with
Quadra-Drive;"" our most advanced four-wheel drive
system ever. Designed to get you out—way out—
into wide-open spaces. Why we included the rockhugging
fortitude of a QuadraCoilTM suspension. A
4.7 litre Power Tech V8 engine* to get you over mountain
ranges and such. The nimble and quiet ride
of a UniFrame body construction. And, for obvious
*Optional. HomeLink Universal Transmitter is a registered trademark of Johnson Controls. Jeep is a registered trademark of DaimlerChrysler.

Page 39

ONLY 5% OF YOUR LIFETIME IS SPENT OUTSIDE.
MAKE THE MOST OF IT.
reasons, a very pampering cabin. One that features 
heated* leather-trimmed seats, 10-disc CD player: 
certainly not be time enough out of doors. And, well,
that's the whole point. For more details, visit our
auxiliary power outlet, his and her map lights—even Web site at www.jeep.com or call 1-800-925-JEEP.
a HomeLink® device to let you control garage doors
and home security systems from the driver's seat.
In short, with a vehicle as exceptional and capable
as Grand Cherokee, five percent of a lifetime will most 
Jeep
THERE'S 0NLY 0NE

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handy for the 600 owner who might need to
park sometime. 6.3-liter V8, 300 hp. Cond: 2-.
NOT SOLD AT $70,000. When they're good,
they're good. When they're bad . . The 600 is
huge with hydraulic everything. Drop it for service
and visions ofmechanics on Alpine ski trips
at your expense start dancing in your head.
Could have been sold without regret.
#102 - 1973 PORSCHE 911 CARRERA
RSR 2-dr. Coupe. Body by Porsche. S/N
9113600817. LHD. White with red and black
-
SCM Auction Report:1,z Salon y
#30 1929 ALFA ROMEO 6C 1750 Spi-
der SS. SN 0312940. Odo: 5,647 kms. RHD.
Red/saddle leather. Zagato-type body (perhaps
real) with wings that look like they are from an
Italian-built 1924 Mack truck. Incorrect dash
A 4-cam example of one of the prettiest road
Ferraris built. Only the aluminum-bodied 6-carb
versions are more coveted by collectors. 3.3liter
V12, 5-speed. Chrome Borrani wires, some
chrome pitting and light scratches. A good example
otherwise. Cond: 2-. NOT SOLD AT
$275,000. When the 10% buyer's fee is added to
the final bid price, presto, you are over $300K
for this car and $300K should be enough to
cause it to change hands.
#37 - 1967 FERRARI 365 GTS CALIFORNIA
Spyder. Body by Pininfarina.
SN 10327. Odo: 33,756 miles. LHD. Red/
stripe/red. Steel unibody frame with integrated
roll bar. Widened with fiberglass fenders, hood,
front and rear spoilers. Newman/Freeman racing
livery. 1979 B-Production S Pacific Champion.
Full FIA papers. 340 hp. Weak cosmetics.
A cleaned-up old racer. Cond: 3-. NOT
SOLD AT $100,000. Too bad there are no
claiming races for old race cars as for old race
horses. Currently campaigned in HSR Historic
races, helped, but not much, by a Paul Newman
race history $100K offer was more than fair,
and could easily have been taken.
ITALIAN CARS
#8 - 1927 ISOTTA-FRASCHINI TIPO 8A
BROUGHAM Town Car. Body by
and upholstery. High-compression pistons from
factory instead of supercharger. Very original
otherwise. Cond: 3-. NOT SOLD AT $75,000.
An intriguing car The lack of blower hurts the
car, but one could be added without much difficulty—undermining
the originality but probably
increasing the value. A documented 3-owner car,
including Ralph Stein. Probably a $100,000+
car, but not $150K.
#49
-
1966 LAMBORGHINI 350 GT
Coupe. Body by Touring. S/N BO 4865.
Odo: 11,000 kms. LHD. Silver/saddle tan. A
survivor and not an over-restored car. However,
looks to some to be repainted. Owner
stated that car was ordered new by Martini &
Rossi family with no nose badge & US-style
headlights. V12, six carbs. A very nice car
: -
We '.. 
AR
*
off-white leather. Top: black cloth. The lucky
13 of 14 built. Chrome Borranis, shagadelic
'60s styling with pop-up driving lights, concave
recessed door handles, covered headlights.
Many paint flaws, minor dents. Original interior
less than perfect. V12, 4.4-liter. Chinetti
sold new. Cond: 3-. NOT SOLD AT $500,000.
If there was real money on this car then not
letting it go was a mistake. Some older cars
show well with some wear this one did not.
Adding the cost of a cosmetic restoration to
this car is a frightful thought.
#23
-
Coupe. Body by Bertone. S/N 4820. LHD.
Orange, gold trim/saddle tan leather. The
1973 LAMBORGHINI MIURA SV
Fleetwood. S/N 1264. Odo: 10,676 miles.
RHD. Black with silver polished hood/gray
cloth, tan cloth to rear. Unusual Pennsylvaniabuilt
body, as most of the 950 8-As were bodied
by Sala or Castagna. The celebrity A-list
cars of the time. Decent shape throughout, with
minor flaws, but still altogether a handsome
Classic car. Retrofitted wire wheels. Cond: 3-.
SOLD AT $165,000. Said to be the "real"
Rudolf Valentino car, this 8-A is an attractive
car of the 1920s; almost a contradiction in
terms. An effort to revive the name recently
might have helped 1-F values, but there are
still some dollars left on the table. A good buy.
42 
throughout. Cond: 3+. NOT SOLD AT
$45,000. Worth more than the bid price. These
are the original Lamborghinis and collectors
are buying them less for the go and more for
the show. Might be worth $25,000 or $30,000
more than the bid in today's. market.
#19- 1966 FERRARI 275 GTB/42-dr. Fastback
Coupe. Body by Pininfarina. S/N 10973.
Eng.# 10973. LHD. Silver/black leather.
SV (Super Veloce) was the final of three series
of Miuras, and are considered the most desirable.
Mid-engined V12. A very nice recent restoration.
Some were wary of the uncertain pedigree
of this car, which slowed bidding. Cond:
2+. SOLD AT $144,500. The Miura is a beauty
to look at from every view and when they are
sorted out mechanically they can be a true pleasure.
All the money for this SV
AMERICAN CARS
#5- 1903 COLUMBIA MARK XIX ELECTRIC
Open 4 Passenger. Body by Columbia.
S/N 805. LHD. Green/tan cloth. Top: green surrey
style with fringe. Two church pews with
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SCM Auction Report: ti
e tw
AT $165,000. The pride of Buffalo, New York,
Pierce made all manner of luxury cars until
their demise in the '30s. A playboy's roadster
of the teens, the model 66 features a 825 ci
engine. Best left in its "as restored" condition
and enjoyed. Worth the money.
#28 - 1926 ROLLS-ROYCE PHANTOM
I Piccadilly Roadster. Body by Merrimac.
S/N S417FL. LHD. Cream/blue leather. Top:
wooden wheels, hard rubber tires and a surrey
top. Converted from tiller to steering wheel by
previous owner. Key start, complete fenders
with running boards. Manufactured by the folks
who brought you Columbia bicycles. Crawford
Museum car. Cond: 3-. SOLD AT $45,000. Unless
you own a museum or are a top GM executive,
veryfew folks are in need ofan electric with
turn of the century engineering. London-toBrighton
with a really long extension cord, anyone?
Market price.
#44 - 1915 BREWSTER 41 Town Landau.
Body by Brewster. S/N 41042. LHD. Burgundy/
blue and tan cloth. Top: black leather. A small
blue cloth. A very pleasing body style on a
Phantom I chassis. Concours restoration, First
Place Louis Vuitton classic. A true
"Gentleman's Roadster." The Springfield P-Is
are the first with standard 4-wheel brakes. 113
bhp, 1,241 total built. Cond: 2. NOT SOLD
AT $110,000. Sprineeld-built cars were known
for high-quality coachwork, and P-Is, when
well maintained, will last about forever 1926
is the first year for Springfield P-Is, and despite
truck-like steering, they are fun. Worth a
bit more than the bid
#50 - 1929 DUESENBERG J 4-dr. Sedan.
Body by Murphy. S/N 2132. Eng.# J151.
The market is telling us something here. It
seems that there is a barrier at $110,000 that
stops buyers on these great old dual cowls.
Time for the sellers to rethink—or just more
sellers than buyers right now? I'll just sit and
watch, thank you.
#14 - 1931 LINCOLN MODEL K Dual
Cowl Sport Phaeton. Body by Murphy.
S/N 68727. Odo: 116 miles. LHD. Silver/red
leather. Top: tan cloth. Pasadena's Murphy
o San
NY
car that looks big in photos. Old restoration, a
lot of wear in interior, on the brightwork, leather
fenders and paint. Cond: 3-. SOLD AT $60,500.
The same Brewster that made carriages since
1810, became part ofthe Springfield Rolls-Royce
Company, and later custom built Fords with
heart-shaped grilles. A lot of quality but little
else to recommend it. Tarted up like a circus
wagon. Take the money.
#7 - 1916 PIERCE-ARROW 66 A-4
Raceabout. Body by Brewster. S/N 67542.
RHD. Faded red/black leather, no top. 6-cyl,
60 hp, 147Y2 inch WB. 1940s restoration to a
standard far less than today's trailer queens.
Donated by Henry Austin Clark to Crawford
in 1980. A handsome and massive car with a
lot of patina, restored when originality was
not a paramount concern. Cond: 4-. SOLD
March, 2000

LHD. Dark blue/gray. Top: black. Said to have
original chassis, body and motor. One of 2 built
with V windshield. John Mozart restoration.
Very cool aircraft-style gauges. Excellent paint,
leather and panel fit. Chrome wire wheels.
Looks fast standing still. Cond: 1-. NOT
SOLD AT $500,000. A deal should have been
made at the bid price, but perhaps the chandelier
forgot its checkbook. A good buy even for
a little more than the bid price. Sporty, but the
top doesn't go down.
#31 - 1930 PACKARD 740 Dual Cowl
Phaeton. Body by Packard. S/N 187448.
LHD. Red/burgundy/red leather. Top: tan cloth.
When you think of a big American classic car,
chances are it looks something like this. Dual
cowl, dual Pilot-Ray lights, chromed hood
vents, disc wheels and grille guard. More lights
than Vegas. Older restoration, some chips but
still nice. Cond: 3+. NOT SOLD AT $110,000.
built some of the best and prettiest bodies of
the custom era. Dual chromed side mounts,
painted wire wheels, great panel fit, paint and
chrome. Excellent interior. Same owner for past
40 years. 60-degree V8, 85 mph top speed.
Cond: 1-. SOLD AT $132,000. A very correct
price for a very correct car A great addition to
an old car collection, these Lincolns are expensive
to restore, so best to find one that has
already been done. Not the buy of the sale, but
a good deal for buyer and seller
#43 - 1931 PIERCE-ARROW 42 Dual
Cowl Phaeton. S/N 2525230. LHD. Burgundy/
tan leather. Top: tan cloth. Catalogued as a fresh
restoration, however some wear showed on
this large dual cowl. Beautiful trunk with
fitted luggage, chrome wire wheels, 125 hp
straight 8 motor. Cond: 2. NOT SOLD AT
$60,000. During the Depression, Pierce bet on
luxury cars instead of diversifying into lowerpriced
models. Bad move. At the auction, no one
seemed to care about this handsome example.
43

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Bid less than the cost of restoration. A hard sell
above $100K
#24 - 1931 CADILLAC 370-A Dual Windshield
Phaeton. Body by Fleetwood. S/N
1003855. LHD. Gray/black leather. Top:
SCM Auction Report: 1'Z
flaws on paint or chrome. Excellent fit and finish.
Winner of People's Choice award. Three
time ACD National First place winner, ACD
category #1 car. Cond: 1. SOLD AT $170,000.
A fair buy on one of the finest Cords. If your
collection only has room for one Cord, this is it.
#6- 1940 LINCOLN K Town Car. Body
by Willoughby. S/N 9127. Eng.# 9058.
Odo: 16,188 miles. LHD. Black/black leather,
black cloth. V12 motor. Polished hood horizontals
with chromed louvers. Chromed disc
wheels, V16-style headlights. Dual side mounts
with wide whitewall tires. Clean and classic
lines, restored and ready for show or tour.
Cond: 2+. SOLD AT $143,000. Right on the
money for this car at this time. The typical buyer
of this car has reached a station in life where
they want a good to great car for display at
shows, or a car to take on a tour. This one fits
that demographic to a (golf) tee.
#26 - 1931 DUESENBERG MODEL J
Dual Windshield Tourer. Body by Derham.
SN 2468. Eng.# J 451. LHD. Light green/tan
cloth. Top: black canvas top over driver. A massive
V12-engined car with a 160" wheelbase.
Crawford Museum car. Yellowed wide whitewalls.
Tired and ripped leather, visible paint
repairs to the exterior. Original owner UCLA
Chancellor Rufus B. von KleinSmid. Cond: 4.
SOLD AT $71,500. It's a bitsa! 1938 chassis,
said to have been built in 1940 and using parts
from earlier years. This is the reason why when
someone says their car is "museum quality,"
you should be wary. A very expensive restoration
project. Allthe money.
#15
-
1957 CHEVROLET CORVETTE Fl
Convertible Roadster. Body by Fisher. S/N
E57S104820. Odo: 23,484 miles. LHD. Black
with silver coves, black/red. Top: black
leather. Top: tan cloth. A very pretty car with
more chrome than the combined total of the
next 50 Toyotas you will see today. A rare
find, an open Duesie with its original body.
Dual chromed side mounts, wire wheels, huge
external leather trunk. 154" WB. Depression
be damned! Cond: 2. NOT SOLD AT
$600,000. With the recent news that Dean Kruse,
flush with e-Bay millions, has purchased the
Imperial Palace collection of Duesenbergs,
more turmoil in the market might be ahead.
Let's call this car a buy at anything under
$700,000 for now and see what happens.
#45 - 1937 CORD 812 2-dr. Convertible.
S/N 2475F. LHD. Burgundy/saddle tan.
Looks great from any side, even underneath.
Cond: 1. SOLD AT $88,000. $20,000 over the
guide book prices, but guide books don't buy
cars. People with emotions and checkbooks do.
Fully-restored American cars from the '50s are
on the move, price-wise.
#34 - 1959 CHEVROLET CORVETTE
ITALIA 2-dr. Coupe. Body by Carrozzeria
Scaglietti. S/N J59S102405. LHD. Red/tan
leather. The first of three such cars built.
NY
Another "best of both worlds" idea, Italian styling
on an American chassis with American mechanicals.
Fuel injected, 315 bhp, 4-speed. Good
looking. Paint, interior and chrome all excellent.
Recent restoration. Cond: 1-. NOT SOLD AT
$90,000. Is the target audience for this car Corvette
collectors or Italian oddities collectors? If
you have a garage full of '59 'Vettes, this would
make a nice addition. Seller was right to refuse
the top offer
#42 - 1959 CHEVROLET CORVETTE
Convertible. Body by Fisher. S/N
J59S102819. Odo: 2,925 miles. LHD.
Top: tan fabric. A true #1 car, with the right
colors and a very high point restoration. No
44 
vinyl. Well "vetted" with the NCRS Duntov
Mark of Excellence, Top Flight and Performance
Verification, Gold Certified by the National
Corvette Certification Board, and more.
One of 240 fuel injected 1957 Corvettes, a $675
option above the $3,176 list price. Cond: 1-.
SOLD AT $77,000. A low-miles 1957F1. 'Vette
is a rare, desirable find. To get one with the
restoration and awards that this one comes
with is even better Under the theory that "you
can't pay too much—you can only buy too
soon," this one was bought just a little soon.
#46 - 1957 PONTIAC BONNEVILLE
Convertible. S/N P857H35520. Odo: 930
miles. LHD. White/red/red and white vinyl. Top:
red vinyl. Fuel injected, full power, automatic,
347 CID, 315 hp V8, continental kit. Total
body-off restoration less than 1,000 miles ago.
Turquoise/white coves/blue. Top: black vinyl
soft and hard. 2,900 original miles. "Everything
but the battery is original on the car" (St.
Louis air in tires?) 8(!) NCRS Top Flight
awards, Bloomington Gold, Survivor and
Benchmark awards. Base cost $3,875 new in
1959. Cond: 1. NOT SOLD AT $65,000. Get
in it and drive, and watch the value drop. Destined
to be a trailer queen, limiting the fun factor
for many buyers. Does anyone need a 9th
Top Flight award for the same car? $65,000 is
a fair bid for this showpiece.
Sports Car Market

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
#25 - 1991 CHEVROLET CORVETTE
CALLAWAY Twin Turbo 2-dr. Speedster.
Body by Fisher/Callaway. S/N
1GlYY3384M51169. Odo: 2,700 miles. LHD.
SCM Auction Report: Silver
slightly, with no number 5 or 6 condition vehicles
offered at all (even if a few did push the envelope
pretty hard). Several post-block sales were generated
minutes after the bidding closed, indicating
the desire by Mitch Silver and his crew to
work with both parties to put together as many
deals as possible.
Black/"golden rod" yellowish/tan leather, no
top. Former owner "Titanic" director James
Cameron. Introduced in the sale by Reeves
Callaway, who says he made only 12 twin turbo
Speedsters. Chromed C-5 wheels, repainted in
ultra-black urethane. Cond: 1-. NOT SOLD
AT $110,000. Repainted? With 2,700 miles? I'll
bite. Was itfragile Hollywood ego or other reasons
that this babe has a new finish? Yesterday's
news to the "I'll-take-it-how-much-does-itcost?
"crowd. Hey, $110K will buy a 2000 coupe
AND convertible. With warranty.
No particular segment was selling stronger
than any other. The general trends that could be
gleaned from this sale were that owners of exceptionally
strong number 1 and 2 cars were
sometimes reluctant to sell, even with good
money before them. Also, this sale reinforced
the market's desire to pay a premium for an
original car in slightly lower condition rather
than paying big money for a quality restoration.
Silver has made the right decision to go head
to head with Kruse/e-Bay at this venue. Most
multiple-unit consignors will admit that they'll
run cars at both events (sometimes even the same
car) and buyers will float the 19 miles between
the two auctions over the course of the weekend.
More of the heavy hitters in the collector-car
world made an appearance than in years past, a
sign that Mitch Silver's personal, friendly approach
is allowing him to make inroads while
Kruse still tries to figure out whether it wants to
focus on being an on-site auction company or is
destined to become just a minor part of eBay,
trying to sell collector cars on-line next to Beanie
Babies, baseball cards and fake Rolexes. Given all
this, it appears that Silver has plenty of room to
grow in the Arizona auction market
—
OLLECTOR CAR AUCTIONS
Silver Collector Car Auctions
e Fountain Hills, AZ
January 14-16, 2000
r
uction
eers: Bob Graham, Mitch Silver,
Steve Dorsey
Number of automotive lots: 451
Number of automotive lots sold: 245
Sale rate: 54.3%
Sale total: $3,203,660
High: Lot #575, 1941 Ford Street Rod sold
for $55,000
Buyer's Premium Included: 3%
T
March, 2000

Report by B. Mitchell Carlson
Market opinions in italics
his year's Silver auction in Fountain
Hills, once again held on the
same weekend as the Kruse event
in Scottsdale, was a success. While
the sales rate was down from
previous years, the number of
units entered was up by nearly one hundred. The
lots that were offered represented all aspects of
the collector car market and were not heavily
biased towards rods or customs, a slight surprise
given Silver's trademark Hot August Nights sale
in Reno. The number and quality of imported and
sports cars seems to have increased, and the
quality of cars offered overall seemed to be up
LHD. White/red leather. Steel rims with "dog
dish" hubcaps, Nardi steering wheel, new
sound system, aftermarket turn signal kit.
Minor reassembly dings (mostly around windshield
base), iffy door fit. No scripts on trunk
lid. Aftermarket fender-mounted mirrors
mounted askew. Cond: 3. SOLD AT $21,373.
Perfect 120s are headed back towards
S80,000. Daily drivers, especially without
wires, are in the mid-$20s. As a driver or event
car, this was a good buy if the car is mechanically
sound and rust free under the paint. Of
course, those are big if s.
#392- 1966 JAGUAR XK-E 4.22-dr. Hatchback
Coupe. S/N 1E32615CA. Odo: 73,165
miles. LHD. Red/black leather. Chrome K/O
B.MC
ENGLISH CARS
#185 - 1952 JAGUAR XK 120 Coupe.
S/N 0098RC202216. Odo: 75,248 miles.
Fountain Hills
wire wheels, uncovered headlamps, aftermarket
steering wheel. Odd ripple in right front
fender behind headlight, paint has an odd sheen.
New seat upholstery, but original headrest coverings,
passenger door panel coming apart. Cond:
3-. SOLD AT $11,948. So what happened to
the highly-coveted headlight covers? The 4.2 Si
coupes are the most comfortable, best performing
of all the E-types. This was a good buy.
#267 - 1966 MG B 2-dr. Convertible. S/N
GHN3L69536. Odo: 20,374 miles. LHD.
White/black vinyl with white piping. Top: black
cloth. 4-speed, painted K/O wire wheels. New
interior highlight of recent medium-duty restoration,
older top. Aftermarket speakers mounted
in door panels, front bumper mis-aligned. Dealer
car. Cond: 3. NOT SOLD AT $16,000. It ran
again to $15,500 but no sale. Chrome-bumper
Bs can bring high teens to low twenties, but they
have to be staggeringly perfect. This was a nice
enough car, but not a Pebble Beach pretender:
The bid was surely enough.
#283 - 1967 AUSTIN MINI Shooting
Brake (Wagon). S/N unknown. RHD. Yellow/
gray vinyl. Described as a "Mini Cooper MK
II." Had go-fast goodness under the hood, but
1146...44

111611,
most likely not from original. Interior was from
heaven only knows what. Aftermarket steering
wheel, bad paint masking, obligatory
woody surfboard. Cond: 3-. SOLD AT $7,416.
If a mini-woody was what you were after; this
45

• • • • • • • • • • • • • • • • • • • • • • • • •
_
• • • • • • • • • • • • • • • • • • • • • • • •
SCM Auction Repore
brush bar up front. Aftermarket Western Wagon
wheels shod with radial mudders. Difficult to
restart, modified front spring shackles for a
slight front-end lift. Mediocre repaint, new
interior. Cond: 3. SOLD AT $7,313. One of
the hottest older trucks currently is, you guessed
it, the older Land Crushers. The example seems
to be pretty much representative of both the
quality and pricing out there.
KRUSE
Kruse International
Scottsdale, AZ
January 16, 2000
Auctioneers: Dean and Dan Kruse,
Brent Earlywine, Rod Egan
Number of automotive lots: 553
Number of automotive lots sold: 281
Sale rate: 50.8%
Sale total: $4,609,868
High: 1896 Benz Dos-A-Dos sold for
$226,800.
Buyer's Premium Included: 5%
Report by Dave Brownell and Phil Skinner
Market opinions in italics
IN
56 
The hard-working Kruse family puts on
dozens of auctions a year, from the megaevents
in Auburn to 100-car sales under the
stadium at the Charlotte Motor Speedway.
All of the smaller Kruse auctions act as a
funnel to bring unsold cars towards Auburn.
Kruse makes no real effort to get its consignors
to set reasonable reserves, nor does it do
much checking of vehicles' backgrounds.
As competition in the collector car world
heats up, the Kruse style (or perhaps we
should call it the "eBay—Buyer's Beware"
style) is at a distinct disadvantage, as most
collectors prefer that an auction company perform
some sort of "due diligence" before putting
a car on the block.
Aside from the display of Dean Kruse's
newly-acquired collection of Duesenbergs,
there wasn't much to cause a collector's wallet
to fall open at the Scottsdale auction, and the
competition from Silver for both consignments
and bidders was apparent.
This was not a bad sale, just a lackluster
one. And as the interest in collector cars continues
to grow, lackluster may not be good
enough to keep the market's attention.—KM
Sports Car Market
hile most collector car
auctions are spectacles,
each with their own
unique characteristics, a
Kruse auction is like a
cog in a huge machine.
Top: black leather. AACA National First 1985,
AACA Grand National 1988. Still presents
very well. [UK registered 1186MM.] Excellent
and correct throughout. Frame-off restoration
in the '80s. Looks like a 3/4-scale P.II
Continental. Lovely car. Cond: 1-. NOT SOLD
AT $125,000. A similar car but with a replica
body didn't sell at Brooks, London Auction in
October for $120,450. How much more should
an authentic-bodied car be worth?
#218 - 1935 ROVER 144-dr. Sedan. Body
by factory. S/N 622315. Odo: 51,772 miles.
RHD. Blue/black/blue leather. Attractive car
nicely restored from a good original example.
RHD. Cream/green/cream leather. Top: tan fabric.
Fine wood and leather inside. Good repaint
with slight orange peel. Straight body, very good
door fit, clean engine bay, excellent chrome. Preselector
gearbox. Front license holder bent. Classy,
dignified drophead. Rolls-Royce looks for a budget
figure. Cond: 2. NOT SOLD AT $23,500.
These cars are just brimming with quality in every
area, but they are a virtually unknown and
unappreciated marque in the US. Hence the low
figure offered, which likely didn't come close to
covering restoration costs.
#3678 - 1959 MG A TWIN-CAM Roadster.
Body by factory. S/N YD32297.
Black/blue/tan leatherette. Top: black fabric.
From Hayashi Collection in Japan. British restoration.
Colors wrong, paint on hood poorly
prepped. Incorrect chrome plate on radiator
shell. Top OK, lamps OK, very good instruments.
Cond: 3-. NOT SOLD AT $8,750. Has
been advertised in SCM for $15,000. Car
needs corrective cosmetics to make it look right.
This is a 'fiat radiator" Morris. If it was a
"Bullnose," a model with an avid following in
the UK, it might have made better money.
#1111 - 1934 ROLLS-ROYCE 20-25
Sedanca de Ville. Body by Gurney Nutting.
S/N GNC36. RHD. Green/black/green leather.
ENGLISH CARS
#1074 - 1926 MORRIS COWLEY
Tourer. Body by factory. S/N unknown. RHD.
Original interior very good, some wear on running
boards, straight body, excellent door fit,
sunroof. Cond: 2+. SOLD AT $13,113. For
sale in the lot next day for $22,000 or best offer.
Market hard to call here or in home territory.
Should be bought for pleasure of ownership
rather than investment. Looks like it belongs
in "All Creatures Great and Small."
#3698 - 1950 ASTON MARTIN DB2
Drophead Coupe. Body by factory. S/N
LML50122. Odo: 1 mile. RHD. Red/biscuit
_croutsresdak, AZ
leather. Top: tan fabric. Excellent car throughout.
Restoration looked fresh and correct except
for signs of hasty repaint on wheels. Cond:
1-. NOT SOLD AT $55,000. Not enough for
an early open DB2 in this condition. Should
have gone close to fifteen grand more.
#763 - 1952 DAIMLER D21 Convertible.
Body by factory. SN 53784. Odo: 51,016 miles.

Page 55

 
The Appraiser's Corner
Odo: 83,363 miles. LHD. Dark blue/black vinyl.
Top: black vinyl. Front bumper guards
missing. Good repaint but incorrect color, seats
redone in wrong pattern, dashboard restored incorrectly,
fair door fit, correct center lock disc
wheels, wrong size tires. Cond: 3-. NOT SOLD
AT $16,750. A 100%-correct Twin Cam would
bring close to another 10 grand at the right sale.
This wasn't the right car or the right place.
#724 - 1959 MG A Coupe. Body by factory.
S/N HDR4357801. Odo:  1,668 miles.
,'--
_ .,-----or :-

, 
L_
-
------,----,

, 
fr
--.
LHD. Maroon/tan leather. Restored to factorynew
appearance. Dressed up with chrome wires,
Nardi wheel, stereo radio/tape player, Lucas
spotlights, tri-bar headlights. Concours-winning
potential. Cond: 1. NOT SOLD AT $21,000.
Owner wanted $25,000. These are elegant little
cars but still an MGA under the skin and this
one was painted an unauthentic, albeit attractive
color High bid was fair enough.
#773 - 1960 HUMBER ARMORED Personnet
Carrier. S/N 32508. RHD. British army
green/khaki canvas. Rolls-Royce powered.
' A 
..,-.._- _...
-‘,.. 
. 
-
VI
• 
, 
.,
• ------ ,.;
E. 4
41
.,
Used in Ulster. Ex-Ministry of Defense. Right
color, right markings. Ran well after a little persuasion.
Cond: 3. NOT SOLD AT $9,000.
Meanest machine in the auction and just the thing
for your daily commute in downtown traffic
Available after its auction appearance for
$11,500. These APCs could be the origin of the
slogan, "Theres safety in Humbers." '
#3757 - 1961 MG A Roadster. Body by
factory. S/N G1{NL95523. Odo: 4,576 miles.
LHD. Red/black leather. Top: black vinyl.
MGB knock-off caps, MGB 1800 engine disguised
as a 1600. Fully balanced and
blueprinted plus Road-speed cam and larger
SU's. MGB gearbox. Cosmetically restored in
1985 and still carried a good appearance.
Auction Reports continued on page 73
March, 2000 
57
.
'‘.
.i,,,
' •
1
Excerpts from Actual Appraisals
by Steve Cram
1 977 Volkswagen Conv,•..,,i
Champagne Edition
Color: White exterior (original was Champagne-beige metallic); black canvas top; white
vinyl to seats and panels, black to dashboard with wood appliqué interior
Odometer: 129,000 miles (semi documented) 20,000 miles on rebuilt engine
Equipment: VW built 1583 (96.6 CID) ohv air-cooled flat 4-cylinder engine/approximately
60 bhp gross; 4-speed manual transmission
Condition: Using the traditional rating scale of 1 to 5 for collector cars (1, mint/show/
perfect; 2, very good; 3, good; 4, fair; 5, poor/rough and 6 for unredeemable junk or parts) ,
this over restored collector car is in very high #2, very good condition. Stunning restoration
on a good original, complete with ultra-fine overhauled correct replacement engine.
Exterior: This is a fine physical specimen with zero rust taken down to the nitty-gritty
prior to high quality and rather expensive white paint job that is better than original—very
durable and showable. Any body altercations were carefully removed prior to paint job.
Top: A superb replacement at considerable cost. The top was superbly installed, no
wrinkles or kink marks. Struts and bows are all restored to excellent condition; top stacks
and erects correctly and is #1.
Interior: Also restored and done very well. Black/white sheepskins to front seats for
protection. Mats and dash in #1 shape, wood appliqué is a high #2. All instruments operate
as they should.
Engine Compartment: Very clean and detailed.
Trunk Compartment: Clean and restored. Spare and tools are in fine order. Body
wiring is in superior order.
Undercarriage: The muffler/exhaust system is in high #2 condition, tight and no noticeable
leaks. Absolutely no indications that this car had ever been in a serious accident.
Mechanics: A correct replacement engine has been overhauled. The car started quickly
and then warmed up making just the right sounds that this unique mill does. The car then
tested out perfectly in all ranges. One of the better "Beetles" the appraiser has driven in
many years. Transmission was very smooth in up and down shifting.
History: The Beetle convertible was introduced in 1953 with great fanfare and has been
steadily successful through the years. The convertible conversion was done by the wellknown
and respected body building company Karmarm, of Osnabruck, Germany. By the
time this conversion was finished, the convertible was a quieter and somewhat more reliable
automobile than the regular stock sedan. Improvements were made to the engine displacement
and horsepower making it more satisfying to operate. More creature comforts were
added with time, even air conditioning. Production of the Beetle convertible was ended in
1979, mostly due to the high inflation costs and the weak US dollar. Introduction of the
"New Beetle" has stirred interest by collectors in the "Old Beetle."
Value: This unit seems to have always been pampered and driven very little. Inspection
by the appraiser found no evidence of any serious accidents. Overall, this is an over-restored
unit in ultra-fine condition.
Appraised value: $15,000 •

Page 56

* * * * * *
Chassis number: 1000191
Engine number: 1000191
**********  -, ****.mr--- ( ■IL
From Grand Classics to Twin Stripes of Smoking Rubber
tican Cars
--
&  . . . 
1933 Cadillac V12 Sport Phaeton
A
lthough the US was engulfed in the Great Depression
in 1930-1931, Cadillac brought out an absolutely
splendid line of cars. One of them, unveiled
at the National Automobile Show in January 1930
was the world's first production V16 automobile.
The Cadillac V16 and V12 engines were designed
by the long-time head of the engineering division, Ernest Seaholm,
with the assistance and expertise of designer Owen Nacker.
One of the most distinctive features of the V12s and V16s was
the highly stylized engine compartment. The motor was designed to
have nearly no extraneous components. All wiring was almost completely
hidden from view and its overall appearance was finished in truly elegant
fashion with polished aluminum valve covers and porcelainized manifolds.
When combined with a sport phaeton body these cars offered their
owners not only the best in engineering but one of the smoothest and most
pleasant driving experience any car of the time could deliver.
This 1931 sport phaeton is reported to be a highly original, threeowner
example and retains much of its trim and accoutrements. The
current owner purchased it several years ago from a small collection. It
is reported that the car was last painted in 1965 and has had only
limited work on it thus far. It features the very rare "lowboy" trunk
and dual-sidemount spares. The motor and engine bay are in highly
original condition and the car is reported to be a smooth and good
runner. The interior is believed to be in overall original, unmolested
condition. Work done on the car has been on a
"need only" basis and as a result has been mainly
limited to seal and gasket replacement. The carburetor
is that of a 1932 V12 but the correct
1931 carburetor will accompany the vehicle at
the time of the sale. Additionally, the owner
advises that for continued driving, the rods and
mains should be checked for proper clearance.
These V12 sport phaetons are considered Full
Classics by the CCCA and are welcome entries
in club events and tours nationwide.
This Cadillac sold at No Reserve for $68,500
including 15% buyer 's premium at Christie 's
Pebble Beach Auction on August 29, 1999. Only
at a Christie's Pebble Beach sale would not one,
but two of these multicylinder Classics be on of-
Years produced 
Number produced 
E-mail 
fer The car under discussion here was, as the catalog stated, a highly
original and unhurt example that was ready to show or drive (perhaps
after attention to those rods and mains . . ).
That it brought $10,000 below its low estimate—plus premium—can
58 
----r-i
.,  . - I
No separate V12 figures
available for 1931. Total of 4,303 V12s and
V16s in all body styles produced
during model year.
Original list price 
SCM Price Guide 
Tune-up/major service 
Distributor cap 
Chassis # 
Engine # 
be somewhat explained by the presence of the other V12 sport phaeton, a
1931 model which had a provenance that was absolutely impeccable. It
was a special-order car from the factory, boasting a chromed hood,
chromed wheel covers fitted over the standard wire wheels, V16 headlamps
and a small built-in trunk, among other custom touches on its
Fleetwood body. This second Cadillac also was as close to totally original
as one could hope to find, having had only sympathetic cosmetic
work where necessary through the decades. Slate-gray paint and black
leather added to its striking appearance. And when the hammer fell, this
car brought $40,000 more than its V12 brother pictured above.
It's interesting to speculate what the car featured here would have
brought without the in-house competition stealing part of the limelight.
We'd reckon it would have made at least another ten grand more. But few
of the American Classics hit the jackpot at this sale. A 1926 Locke-bodied
Lincoln and Harrah Gold Star restoration passed
unsold at $55,000. A 1921 Rolls-Royce Springfield
Ghost Pall Mall tourer likewise was passed
at $75,000. However, a 1929 Packard 640 convertible
with afresh restoration did sellfor $60,000
plus premium, which probably didn't cover the
costs of its refurbishment.
1931-1937
$4,045
N/A
$1,000-1,500
approx. $600
On frame near steering gear
Boss on end of left block
Club  Cadillac-LaSalle Club, PO Box 1916,
Lenoir, NC 28645
cadlasal@twave.net
Alternatives to consider... 1930-31 Packard 740
and 840, 1931 Lincoln K
It could be argued that the Pebble Beach buyer
isn 't deeply interested in American Classics, but
will walk the plank for great foreign marques.
That certainly was the case at the Christie's sale
in 1999. But it could also have been the beginning
of a market trend that really manifested
itself at Barrett-Jackson this year, where a number
of US Classics with a capital C went into the
tank. If this slide continues, anyone who has ever
wanted a great American Classic car has only to bide his time for the next
few years and he may be able to buy cars like this Cadillac for 50 cents
on the dollar—Dave Brownell•
(Photo and data courtesy of auction company.)
Sports Car Market

Legal Files 1111111111
Get it in Writing
by Alexander Leventhal
Ell
uying a car sight unseen can be a nerve-wracking experience.
I am presently especially cognizant of this, having just
purchased a 1969 Ferrari 365 GT 2+2 from a seller in South
Dakota without ever having laid eyes on it. The fact that this
process can be stressful, however, does not mean that it
needs to be unduly risky to the buyer. Perhaps the single
biggest precaution is to have a pre-purchase inspection done by a
competent mechanic before closing the deal (March 1999, page 49). This
advice actually applies to the purchase of any used car.
But even a simple, pre-purchase inspection can lead to trouble. I
recently heard of a situation, via a Ferrari Internet group, wherein a
transaction which should have been straightforward became ugly because
of a failure to properly prepare and document the deal before and
during the pre-purchase inspection (well, and also because of dishonesty
on the part of the seller).
What happened in this case is that the prospective purchaser located
a Ferrari 308 QV GTS that he wanted to buy at a dealer. They agreed on
a price and that the deal
would be contingent on
the vehicle's successfully
completing a pre-purchase
inspection. It was
also agreed that the buyer
would provide a $2,000
refundable deposit, which
would be returned if a
poor inspection report
queered the deal. This
agreement was arrived at
over the phone, with none
of it committed to writing.
I'm sure you see the
trouble coming already.
The vehicle did not
pass the pre-purchase in-
The agreement should contain the name and address of the purchaser
and seller, a description of the vehicle, the agreed purchase price of the
vehicle, the deposit amount, when the sale must be completed and any
conditions under which the contract is voidable. It certainly does not
need to be written in "legalese" but it must make clear that this documents
a contract in which both parties have agreed that "the buyer
agrees to buy and the seller agrees to sell, assign and transfer" the motor
vehicle that is specifically described in the agreement within a specified
amount of time after the vehicle undergoes a pre-purchase inspection
unless the pre-purchase inspection reveals that the vehicle has "flaws or
defects which substantially impair its value."
The contract should also state that if the inspection reveals such a
defect that the contract is void or voidable at the option of the buyer,
and that the deposit must be returned (at the buyer's option in the latter
instance) within a set time period. It is a good idea to put the name of the
party to perform the inspection in the agreement. It is also important
that the "defect which substantially impairs value" language must be
used, as opposed to simply
stating that the
agreement is void if the
buyer is not satisfied
with the results of the
pre-purchase inspection.
This choice of language
is necessary to ensure
that the agreement is enforceable
should the
need to engage in litigation
arise.
Will Leventhal's Ferrari look this goo d when it arrives from South Dakota?
spection, and the one-time buyer called the dealer seeking the return of
his deposit. The dealer claimed that it was never his understanding that
the deposit was to be refundable, and said that the buyer would not get
his money back. Furthermore, upon hearing that the buyer did not plan
to complete the deal, the seller sold the vehicle to a different customer
for $2,000 less than the first agreed-upon price on the logic that he was
keeping the previous deposit, and could therefore lower the price.
What options are open to our hapless would-be buyer? Not many.
He is out the two grand, and unless the seller has a moral change of heart
(unlikely) he will probably never get it back. It is really not worth
litigating over two grand and there is really no evidence that the oral
agreement was that the deposit be refundable, as he claims.
The short answer to the question, "How do I keep this from happening
to me?" is that every step in the process of purchasing a car, sight
unseen or from your next-door neighbor, must be documented in writing,
and that such a document must be signed before any money changes
hands, outlining the exact agreement that the transfer of funds pertains to.
In the case just mentioned, the buyer should have prepared an "Agreement
for Purchase and Sale" outlining the terms of the deal and under what
circumstances it is voidable and had it signed by the seller before providing
the deposit. This is exactly the procedure I used for my 365 GT 2+2
"Queen Mother." This document need not be prepared by an attorney,
but it must clearly and concisely state all of the terms of the deal.
60

The purpose of creating
a written agreement
at this point in the transaction
is twofold: First,
to ensure that if the car
passes its inspection the
seller is bound to sell the car to the buyer (not to another party, who might
arrive with a higher offer), and second, to ensure that if the car does not
pass, the seller is bound to return the deposit to the buyer. To accomplish
this goal, the written agreement must be enforceable by a court should the
need arise. In contract law, an agreement is only enforceable if mutual
promises are exchanged. In other words, if Bob promises to give Bill a
BMW Bavaria, that promise is not enforceable because it is a mere promise,
not a mutual exchange, but if in return Bill promises to give Bob a
Bentley, then the agreement is enforceable because there is a mutual exchange
of promises. This is why it is important that the agreement state
that the contract is only void if the inspection reveals "substantial" defects.
Otherwise, the buyer is not really promising anything. His promise
is illusory, because he is saying that he will buy the car unless he doesn't
want to, meaning that there is no mutual exchange of promises, and that he
will not (arguably) be able to enforce the contract.
It is unfortunate that the Ferrari buyer we mentioned may be out his
two grand. By preparing the type of agreement outlined above, crooked
sellers will know better than to try to pull a stunt like that one. At least
the legal system will hold them to their written promises should they
try anyway. I'll let you know how it works out with my 365.
Alex Leventhal is a car collector and attorney in New York. His
comments here are general in nature, and are not a substitute for a
consultation with an attorney.•
Sports Car Market

Page 59

7
C
111111Collectini
Thoughts)
The Shelby American Cobra
Legend Reborn
arroll Shelby's love affair with the automobile dates back
to his very successful racing career in the '50s, through the
development ofhis high-performance Cobra in the '60s and
the re-release of the Cobra in the '90s.
The re-released Cobra is a result of Carroll's frustration
with the numerous Cobra kit cars that have been
copying, completely unauthorized, the design of the most recognized,
photographed and duplicated automobile in history.
In 1991, after his heart transplant in 1990, Carroll formed the Shelby
Children's Heart Fund to generate funding for heart transplants and
associated treatments and medications for indigent children. In 1991 he
approached some of the better kit car manufacturers to make a donation
to his foundation on a per-car basis and in return he would recognize the
cars and allow them to carry the Shelby serial numbers. The proposal
was rejected by all who were approached.
The new Shelby Cobras carry the CSX 4000 (427 S/C) and CSX
7000(289 FIA) serial numbers to differentiate them from the earlier cars
that were produced in the '60s. The '60s cars carried the numbers CSX
3000(427 S/C) and CSX 2000(289 Street and FIA). With prices ranging
from $125,000 for a small-block street CSX 2000 289 Cobra to over a
million dollars for a Cobra Daytona Coupe, original Cobras, especially
427s, are simply out of reach for many enthusiasts.
The new CSX cars, while certainly not inexpensive, are still far more
affordable than the cars from the '60s, and offer exactly the same motoring
experience (something you certainly can't say for a replica with a
Chevy engine and an automatic transmission). The new CSX cars are
currently being produced in fiberglass and aluminum and are available in
component form (everything the customer needs to assemble the car
minus engine, transmission and miscellaneous trim out items), as a roller
(a car that is basically assembled minus engine, transmission and paint)
or as turn-key cars. Component and roller cars range in price from
$45,000 to $72,000 depending on whether fiberglass or aluminum is
selected along with other options. The turn-key car is a complete vehicle
with a drivetrain that is prepared to the customer's specifications and
can range in price from approximately $70,000 (CSX 7000 289 FIA) to
just over $100,000, depending on how the car is prepared. Some of these
new CSX Shelby American Cobras have already appeared at the auctions,
one recently bringing $115,000.
Hence we would ask that in the future, SCM acknowledge the fundamental
difference between unauthorized, fakey-doo repli-Cobras and
the authorized by Carroll Shelby, extraordinarily authentic, CSX 4000
and CSX 7000 Cobras produced by Shelby American today.—Karman
D. Cusack, President, Shelby Cobras by Rocky Mountain Motorsports.
800/530-2600. Information, call 702/643-3000. •
Shelby American and their eleven recognized dealers are committed
to providing real Cobras to the enthusiasts at a price that is now more
affordable than ever. As Don Rager, President of Shelby American Inc.,
stated, "We are committed to the continuation of the Shelby legacy of
building great cars. As a car builder, Shelby is in a unique position to pay
tribute to the legend that defined performance in the '60s through our
Cobra program."
March, 2000 
So in 1995 Shelby American, now based in Las Vegas, began
producing once again the car that reshaped sports car history. These rereleased
Cobras are true Shelby Cobras down to original spec chassis
with some improvements made primarily for safety. They are also the
only current Cobra that is recognized by the Shelby American Automobile
Club and the car's information is documented in the prestigious
Shelby American World Registry. This pedigree assures the car's provenance
today and into the future, something that can not be said about
the "fakey-doo Tupperware Cobras" that you can order from the back
pages of Popular Mechanics.
CLASSIC
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showcars restored by us. World wide shipping
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and details we are cash buyers.
1949 Jaguar XK-120 "Alloy" 
Roadster. Superb restored example. 
1966 V.W. 21 Window Micro Bus,
excellent restored example.
1999 Porsche Boxster, Guards 
red/black, 2K miles, new. 
1957 Jaguar XK-140MC Roadster,
original, well maintained.
1977 Ferrari 308GTB, black/red, 
great driver. 
1962 Mercedes-Benz 190SL
roadster, stock, good driver.
1963 MGB Roadster BRG/Tan, 
totally restored superb. 
1959 MGA Twin-Cam Roadster,
excellent restored example.
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Our full service restoration facility is located
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61

Page 60

The Monthl Digest of Magnificent Motor Cars
Market
Review
&
Buyer's
Guide
AC • Aston Martin • Austin-Healey • Bentley • Rolls-Royce • Jaguar • Lotus • MG • Triumph
1921 Chitty-Chitty-Bang-Bang
Chassis number: 20669
Engine number: A6-6269
C
62 
ount Louis Zborowski was a Polish
nobleman and sportsman who
lived in England during the first
quarter of the twentieth century.
His most lasting automotive legacy
was four aero-engined high-perfor-
mance hybrids, called "Chitty-Chitty-BangBangs."
The cars were constructed with the help of
Captain Clive Gallop, later to become one of the
famed "Bentley Boys." Tragically, Zborowski
was killed in a crash during the 1924 Italian GP
while driving a Mercedes. Ironically, Louis died in the same way his father
did, as Count Eliot Zborowski was killed behind the wheel of a Mercedes
in the 1903 LaTurbie hillclimb.
Zborowski's first Chitty (which no longer exists, nor do Chitty III
or IV) used a Maybach aviation engine. Chitty II, the car shown here,
was built in 1921 and is powered by an 18.8-liter (that's 1,146 cubic
inches, or two 8-liter Viper engines, an Alfa Montreal V8 and 18 cubic
inches to spare) Benz aircraft engine of 230 bhp mounted on a stretched
and strengthened chain-drive Mercedes chassis. In its debut at the
famed Brooklands racing oval it was timed at over 108 mph. With its
custom tourer body, this sports/racer was equally 
at home on road or track and made some forays
into northern Africa and the European continent.
Years produced 
Number produced 
After the Count's death the car was sold to a
private party. Subsequently it was bought by the
legendary English motor trader "Bunty" ScottMoncrief
who sold it to a Dover resident. Eventually,
the car made its way to the now-closed
Ellenville Motor Museum in Ellenville, NY from
where it was acquired by the Crawford Auto Collection
of Cleveland.
lion dollars and the Crawford Museum refused to budge from that figure.
The car attracted international interest as it had not been available
for many years. For instance, it was rumored that a prominent English
museum wanted to bring it back home but could not find a financial angel
to make this wish come true in time for the auction.
Original list price None. Built for owner's use.
SCM Price Guide 
Chassis # 
Engine # 
Tune up/major service ... If you have to ask. . .
Distributor cap . First find one.Then ask the price.
Club 
Club of America, 170 Wetherill Rd., Garden
City, NY 11530
Alternatives to consider 
This historic one-off motorcar represents a
unique opportunity to own a legitimate early
"supercar" which possesses wall-climbing power 
and is capable of a stirring performance in international rallies.
The car described here did not sell at a high bid of $1,100,000 at the
New York Auto Salon & Auction held November 27 at the WaldorfAstoria
Hotel in Manhattan.
Reserve on the aircraft-engined monster was one and one-half milRolls-Royce
Merlin-engined special, using Rolls-Royce,
Bentley, Hispano, Mercedes or other heavyduty
chassis a la Zborowski
Too esoteric, even for us.
Plate on firewall
N/A
Make no mistake, these Chittys are far more serious bolides than Ian
Flemings charming children's story would have us believe. But, according
to a source who drove the car on a major highway, Chitty II is surprisingly
easy to handle. Not surprisingly, it just loves to run at speeds well above
the posted limits and does so with ease and aplomb. It does not, however,
look like the sort ofmachine that would be terribly
agile on a twisty race track and might need articulation
and a tillerman if used in this manner by a
new owner
1921
1
The Vintage Sports Car
So just what is this brawny one-off worth?
Well, that's the problem. It is a one-off There are
no close or recent comparisons. All that can be
said for certain was that on the afternoon ofNovember
27, 1999 it was worth $1.1 million plus
10% buyer 's premium to the high bidder That
would have netted the Crawford close to $1 million
for the car after the commission was deducted.
The reason this car and a number of other
Crawford cars were being offered was to help
finance a new facility for the museum. If the top
bid on Chitty II could have made the difference between getting the job
done or postponing it until more funds are in hand, maybe they should
have given the auctioneer the nod and let their million-dollar hybrid go
on down the road.—Dave Brownell •
(Photo and data courtesy of auction company.)
Sports Car Market

otobili
A Wingrove Replica
Object: Gerald Wingrove's model of a 1913 Mercer Raceabout
Auction: Brooks UK, Olympia, London
Date: December 6, 1999
Pre-sale estimate: $819-982
Sale price: $4,142 (including commission)
Ilt
youth. He, with painstaking detail, makes each
and every component by hand, including the
tires, minutely detailed gauges and spokes for
the wheels. The results are spectacular, miniaturized
versions of cars that are available to
most of us only in our fantasies.
eferring to one of Gerald
Wingrove's miniature automotive
replicas as a model is somewhat
of a misnomer. They bear
absolutely no resemblance to
the models we mortals may
have attempted to build in our
Wingrove starts the process by collecting data from the actual
vehicle he will be recreating. Detailed dimensions and photographs are
the basis for complete sets of plans, which early in his career were drafted
by hand, but now are created by his wife Phyllis on their computer.
1.1111 
MARCH
Forza Amelia
March 12-17, 2000
Pre-1974 sports, racing or GT
cars, any Ferrari, any V12
Contact: Rich and Jean Taylor,
800/645-6069; www.vintage
rallies.com
APRIL
CopperState 1000
April 1-5, 2000
Pre-'70s sports and GT cars
Contact: Rick Mahrle, 602/2564444
(AZ)
Contact: Martin Swig, 415/2922700
(CA)
MAY
Nevada Open Road Challenge
May 18-21, 2000
Nevada Highway 318
Contact: Gary Patterson, 702/
631-6166 (NV)
New England 1000 (2000 for
the Millennium)
March, 2000 
California Mille
April 30-May 4, 2000
1957 vintage or older and American
cars of the same era
May 21-26, 2000
Pre-1974 sports, racing or GT cars.
Contact: Rich and Jean Taylor,
800/645-6069; www.vintage
rallies.com
Mille Miglia 2000
May 25-28, 2000
Contact: Comitato Organizzatore,
011-39-30-280036; fax 011-3930-48093
(ITALY)
JUNE
La Carrera Nevada
June 7-10, 2000
Historically correct production
cars, foreign or domestic built, 1954
or before.
Contact: Martin Swig, 415/2922700
(CA)
2000 BMW Seattle Classic Motorcar
Rally
June 8-11, 2000
Contact: Doug Breithaupt, 206/
323-0624 (WA)
JULY
La Carrera Classica
July 20-22, 2000
Ensenada, Baja CA, Mexico
Contact: R. Kelley Gibbs, 510/
654-2790 (CA); amocdb6@aol.com
Wooden "bucks," similar to those that were used for the creation of the
original vehicle, are constructed to make it possible to form sheets of
.016-inch copper into flowing fenders. Construction of a radiator grille
may require as many as 50 pieces of .006-inch-thick nickel silver.
One of Wingrove's earliest admirers and clients was Lord Montagu of
Beaulieu who commissioned a number of 1:20-scale models with "curb
side" detail. That is, they did not include full engine and chassis detail
common with the larger, fully detailed, 1:15-scale models Wingrove now
specializes in.
A selection of 21 of Wingrove's 1:20-scale models were made available
by Lord Montagu's National Motor Museum for Brooks' December 6th
London Auction. They all had a pre-sale estimate of $819-982 (500600)
but the final hammer price was at least double that for even the least
sought after.
The first offered was a 1913 Series 35J Mercer Raceabout, originally
designed by Finlay R. Porter, that was painted in traditional bright yellow
livery and was complete
with a highly detailed
brass spotlight
and monocle steering
wheel-mounted windshield.
The desirability
of the Raceabout
has been enhanced by
Barney Oldfield's racing
exploits and the
opportunity to obtain
one of Wingrove's
miniaturized versions
of this famous marque
would be difficult to
resist.
Wingrove's miniature
cars have to be
considered objets d'art rather than models and just to be able to bid on one
is rare, as most are made for museums and private collectors. Even at a
hammer price of four times the high estimate, I'm sure there was no buyer's
remorse here.—Carl Bomstead •
Vintage Rally
CALENDAR
AUGUST
Northwest Classic Rally
August 10-13, 2000
1968 and earlier sports cars
Contact: Jim Gunther, 503/6988090
or 503/382-4503 (OR)
SEPTEMBER
Colorado Grand
September 11-16, 2000
Beaver Creek, Colorado
Contact: Leslie Mangan, 970/
926-7810 (CO)
Silver State Classic Challenge
September 14-17, 2000
Nevada Highway 318
Contact: Gary Patterson, 702/
631-6166 (NV)
The Cannonball Baker Classic
September 15-22, 2000
From New York to San Francisco,
open to any car built in 1971 or earlier
Contact: Martin Swig, 4 15/2922701
(CA)
OCTOBER
Forza Mille V12
October 1-6, 2000
Any Ferrari, any V12
Contact: Rich and Jean Taylor,
65
800/645-6069; 
rallies.com
www.vintage
NOVEMBER
Contact: Martin Swig, 415/2922700
(CA)
Texas 2000
November 12-17, 2000
Pre-1974 sports, racing or GT cars
Contact: Rich and Jean Taylor,
800/645-6069; 
rallies.com
JANUARY 2001
New Years Day
"anti-football" Run
January 1, 2001
All cars over 25 years old
Contact: Martin Swig, 415/2922700
(CA)•
www.vintage
California "Mini" Mille
November 2-5, 2000
Cars built before 1972

Page 64

PORSCHE * MERCEDES-BENZ * BMW UND ANDERE
GERMAN CAR
aka0.7 tad itArweeer
Chassis number: 82186
T
Market Review
Buyer's Guide
1956 Porsche 356A Speedster
he first car to carry Ferdinand Porsche's
name was the 356. With aluminum fastback
coachwork, pressed-steel chassis and
the engine behind the rear axle, manufacture began late in
1948 and the 356 made its debut at the 1949 Geneva Show.
Its power came from a 40 bhp, 1086cc engine mated
to a four-speed gearbox, with independent torsion bar/trailing-arm suspension
and drum brakes all round. Fuel economy due to good aerodynamics
and low weight was excellent. In 1951 1290cc and 1488cc engines
were introduced. The following year came an all-synchromesh
gearbox and one-piece windscreen.
By 1954, however, Porsche sales in the USA were suffering from the
onslaught of MG, Austin-Healey and Triumph, whose cars provided as
much exhilaration for a lot less money. It was thus that coachbuilder
Reutter penned a minimal shell based on the convertible 356 with low
wrap-around windscreen, reduced frontal area and height, removable
sidescreens, a lightweight top and more basic interior. Selling at a competitive
$2,995 and available with 55 or 70 bhp 1488cc engine, the 100110
mph Speedster proved popular on road and track. Weighing 150 lb.
less than a standard 356, it was also quicker.
The 1957 Speedster pictured here has recently
come back to Europe from the United States where
it has resided from new, with a well-known Hollywood
actor, one of its long-term owners. Finished
in white, with a black top and a brown and
beige interior, this highly original Speedster has a
little less than 80,000 miles indicated on the odometer.
The car is fitted with such desirable original
items as Rudge knock-off wheels, stone guards
over the headlights and a Bendix radio. It is understood
that the car has never been subject to extensive
restoration work, and as such its original condition
can only be described as superb.
This very original 356A Speedster sold for
$66,000 at the Coys of Kensington Auction, 22 
November 1999, London, England. This result
Years produced 
Number produced 
Original list price 
SCM Price Guide 
Tune-up/major service 
Distributor cap 
Engine # 
Club 
Warren, MI 48092
Web site 
Not only were Speedsters built especially for the American market,
66 
they were a hard sale anywhere else. Who else in the fifties but Americans
could afford such expensive toys? And Speedsters, unlike coupe and
cabriolet models, were more toys than cars. The top was more sun
umbrella than weather protection, the side curtains were hopeless in any
kind of rain and the seats beautiful to look at but bereft of padding.
Speedsters were great for carefree days in sunny Southern California,
but in Europe, owners demanded the sober 356 coupe and cabriolet
virtues of comfortable, all weather, sporting transport.
This sale suggests that Europeans may have discovered the Speedster
magic, rather than shunning these Spartan toys. Of course, for the
most part, today all 356s are sunny day cars (save for those owned by
the diminishing group of the truly devoted who drive their 356s in all
types ofweather). Once you decide to drive only in ideal conditions, what
can make a bolder statement than the impossibly low profile of the Speedster?
In spite of being made in rather large quantities (4,243 built), this
is still the high-dollar body style of the 356 range; an ironic example of
form over function.
1954-1959
4,243
$2,995
$40,000-60,000
$175
$12
On rear-most portion of
engine block, below generator and above
crankshaft pulley
Chassis # 
of tire and in front of fuel tank
Alternatives to consider 
In front compartment, just aft
356 Registry, 27244 Ryan Rd.,
www.356registry.org
Jaguar XK 120,
Alfa Romeo Giulietta Spider, Mercedes-Benz
190 SL roadster, 1958 Corvette roadster
tells a tale of the value of originality and the rarity and growing demand
for Speedsters in Europe.
This particular car was prized both for its unusual
options and originality. The Rudge knockoff
wheels add about $10,000 and the period flat
Nardi steering wheel adds up to $2,000. We'll
overlook the fact that the radio improperly punctures
the dash; an under-dash bracket would be
both more correct and more sanitary. The celebrity
ownership never hurts, though this one is
rather vague.
Original cars, well-optioned and with a decent
provenance can bring good prices, especially when
presented to an appreciative crowd with money in
their pockets. This car, bought at a price 10%
above the high value given for Speedsters in the
SCM Price Guide, despite not being a #1 concours
car, reaffirms that when it comes to Speed-
sters, emotion matters. This car looked right, had the right history, and
made a price that doesn't seem unreasonable at all.—Jim Schrager •
(Photo and data courtesty of auction company)
Sports Car Market

Page 65

by Jim'
Schrager
Carrera RS: How Much Better?
ear Mr. Schrager: You recently wrote what a great car the
1973 911 Carrera RS is, and how they are worth about
$50K But I understand that the RS is very similar to
the 1972-73 911S. I believe the RS hasjust 20 more
horsepower than the 2.4 S. Somehow, this doesn't
seem like such a big deal to me. Given that you can
find a very nice 2.4 S for about $25,000, how can
20 horsepower be worth another $25,000? As a person looking for
value, isn't a very good S the far better deal? I would appreciate a
straightforward response, not the hopeless puffery that most of the
marque magazines and club books offer. —A.J., Tulsa, OK
1:1
Dear A.J.: On the surface, it does seem that the Carrera RS is
overvalued and/or the stock 2.4 S quite a bargain. But having owned
both and driven them head-to-head on many occasions, there is a dramatic
difference in the way the cars perform. It's all related to how the
numbers we see relate to the performance we feel.
First, a look at the torque and horsepower, along with the rpm at
which the peak readings are produced:
'72-73 911S 
Horsepower (DIN) 
'73 Carrera RS
190 @ 6,500 rpm 210 @ 6,300 rpm
Torque (Newton Meters) 216 @ 5,200 rpm 255 @ 5,100 rpm
than the S for regular road use. The lower-horsepower E is also faster
than the S in the benchmark 0-60 mph test.
This is because the S trades low-end torque for
power high in the rpm range. In the S, at about 3,500
rpm you can begin to feel the torque, but the real
screaming begins at 5,000 and runs right to the
redline at 7,300. This is handy for high-speed runs
on the Autobahn, but not much good when plugging
around town. The E, on the other hand, doesn't
pull as strong at high rpm, but runs more in the
power band in a 0-60 test. The S wins the 0-100
mph test, when you use its giant top end.
But back to the RS. The value equation between
an S and an RS is about more than just
power curves. The Carrera is a combination street/
race car that was built in very limited numbers (1,580)
for just a single year (1973). One thousand to 3,000 S cars were built
each year for seven years (1967 to 1973).
Further, the RS has a host of unique features which no early S had,
including front and rear aerodynamic aids, larger rear wheel flares, larger
rear wheels and tires, special lightweight body panels, special aluminum
suspension pieces, and so on.
So due to both rarity and performance, the RS justifies its higher
value. Which is the better deal right now? They are both in big demand
and we are seeing strong prices all around the world for both early S cars
and the RS. With a mint early S, you'll be the envy of most everyone at
your local Porsche Club meetings. With a mint RS, you can play that
same role on a national scale.
Is an RS worth $25,000 more than an S? The market, which votes
with its wallet, says yes. If you can afford it, an RS will provide a
near-ultimate Porsche experience. However, if the standard S is what
fits your budget, buy a great one and enjoy it. You'll never lose
money on it if you keep it properly maintained, and you'll have a
great time as well. •
Don't even think about it without copy of
i/sed 911 Story
Buying a used 911?
A Carrera RS is more than just a sticker kit and a front spoiler
On paper, the Carrera RS provides 39 more Newton Meters, or
18%, more torque than the S. In real life, it seems like much, much more.
Driving an RS is a shockingly different experience than an S. I liken a
good RS to driving a V8 Corvette. It has torque right when you step off
from idle, all the way up to redline. Even though it has all the top-end of
an S, the tremendous low-end response really transforms the car. The
RS has been called the greatest 911 ever built. It takes a drive to see why.
Here's another example of how torque affects drivability. Recall the
period road tests where the T, E and S models were run against each
other, and how journalists preferred the lower horsepower T or E rather
March, 2000 
Porsche's own "Christophorous" magazine wrote: "It would be foolish
to buy any pre-owned Porsche without this aid."
"Sports Car Market" magazine's Jim Schrager wrote: "This is the most
useful, accurate and important single book published on buying a used
911. It is absolutely a must if you really want to know about these cars."
The Used 977 Story details what you need to know about all 911
models from 1965 to 1998. The author, Peter Zimmerman, has over 30
years of hands-on experience and presents a wealth of knowledge that
can only come from actual exposure to 911s and their problems.
Phone orders at 310-450-7414 8 AM - 5 PM PDT; or fax to 310-396-3042.
Cost including first-class shipping in USA is $29.95
(add tax in CA). VISA, MC, NOVUS, AMEX accepted.
67

• • • • • • • • • • • • • • • • • • • • • • • • •
• • • • • • • • • • • • • • • • • • • • • • • •

Auction Reports continued from page 57
#3285 - 1967 MORRIS MINI Station
Wagon. Body by factory. S/N
MAW61188517A. Odo: 3,568 miles. RHD.
SCM Auction Report:tn.
Scottsdale, AZ
Original engine available to new owner. Cond:
2-. SOLD AT $11,025. This A looked simonpure
stock but was claimed to be able to whup
TR6s. If you weren't fussy about authenticity
and wanted a fun sports car and a bit of a
sleeper this was a fine buy.
#3710 - 1963 ASTON MARTIN DB4
Coupe. Body after Zagato. S/N LR1308. RHD.
Dark green/black leather. Replica Zagato
Yellow/gray vinyl. Upgraded to twin-carb 1275
engine. Excellent new interior better than original.
Incorrect exterior color. Wood trim replaced.
Sound, straight body, very good chrome. Cond:
3+. NOT SOLD AT $7,665. Sound and
straight is the only way to buy a Mini, no matter
what the body style. They attract rust like
dogs do fleas. A clean example like this one is
worth stretching for.
#302 - 1970 LAND ROVER UTILITY
Personnel Carrier. Body by factory. S/N
06400129A. Odo: 32,439 kms. LHD. Black/
olive drab/khaki canvas. Top: tan fabric.
LHD. Metallic green/black leather. Fiberglass
cracking at hood air inlets. Very good body,
excellent door fit. Sunroof Few chips in paint.
Cond: 3. SOLD AT $5,985. Sold at no reserve
and a good buy for someone who likes their
British cars a bit different. TVRs are like Morgans;
as much a state of mind as a motorcar
SPANISH CARS
#1079 - 1920 HISPANO-SUIZA TIPO H
A Touring Car. Body by Parisienne of Madrid.
S/N 5415. RHD. Cream/blacldblack leather.
style body by Harry Kennedy. All Aston equipment.
Excellent workmanship but proportions
looked overblown compared to the real thing,
with fender flares and other modern additions
which the original DB4 Zagatos never carried.
Cond: 1. NOT SOLD AT $22,000. Well, just
what do you do with it except go out and pick
street fights? It's not eligible for vintage racing,
it not eligible for big-time concours, its not
even correctly copied in all areas.
#1060 - 1965 AC COBRA Roadster. Body
by factory. S/N CSX2495. Odo: 9,505 miles.
LHD. Red with white stripes/black leather.
Very good appearance throughout. Painted in
camouflage colors. Supplied to a left-hand drive
country's military, but exactly which one is
not known. Cond: 3. NOT SOLD AT $2,000.
Two grand for any kind of Land Rover is grand
larceny. Not surprisingly, it didn't sell.
#3623 - 1974 JAGUAR XK-E Roadster.
Body by factory. S/N UE1S24930B. Odo:
Top: black fabric. Small four-cylinder flathead
engine. Equipped with brass lamps, car had good
older repaint, very good upholstery. Front mat
poor, good door fit. Not your usual imposing
Hiso, this is much more in the compact mode.
Cond: 3. NOT SOLD AT $68,000. Hard to
believe that this bid was refused. If any Hispano
is an oddball, this is the model. Small, sedate,
almost cute, but not a Classic or a Hispano in
the mold of the mighty and magnificent H6 and
J12 models by any means.
FRENCH CARS
#1091 - 1930 AMILCAR M2 Faux Cabriolet.
Body by factory. S/N 28481.
Top: black fabric. Side pipes and Halibrands.
Interior nearly new. Weber carbs, accessory
rear bumper, excellent door fit, hood fit a bit
off. Appears to be completely legit car. Cond:
1-. NOT SOLD AT $160,000. It brought
$170,000 high bid at "The Auction" in Las
Vegas last October and covered exactly one
mile (back to the trailer) since then. Just how
much is it going to take to buy this one if every
mile apparently drops its value by ten grand?
March, 2000

14,310 miles. LHD. Maroon/biscuit leather. Top:
tan fabric. Automatic, factory air. Very well presented.
Excellent new paint, top. Ready for show
or go. Mileage believed genuine. Cond: 2+.
SOLD AT $40,950. A very decent buy on a
very good Jaguar It looked right, sounded right,
sold right.
#663 - 1975 TVR 2500M Coupe. Body
by factory. S/N 3351TM. Odo: 1,219 miles.
Odo: 7,770 miles. LHD. Black/beige fabric.
Top: red. Some slight paint cracking, over-
73

•no.-
MONACO 2000
MOTORCAR AUCTION
Select
at the Monaco
Historic Grand Prix
MAY 26 - 27, 2000
This is an exclusive auction presentation
of a select collection of the world most
important vintage sports cars and racecars.
Barrett-Jackson Monaco 2000 is
the first annual motorcar auction in
association with the Automobile Club of
Monaco. The Select Services division of
Barrett-Jackson, the world greatest classic
car auction and exposition, has carefully
assembled this important collection to
reflect the historical significance of
Monaco and the motorcar industry.
Plan to join the serious collectors of the
world in this unique and picturesque
venue for an unprecedented weekend
focused on vintage motorcars.
FRIDAY EVENING MAY 26.2000
Barrett-Jackson Monaco 2000
Cocktail Reception - Motorcar Previewing
Fashion Show
Espace Fontvieille Monaco
SATURDAY EVENING MAY 27, 2000
Barrett-Jackson Monaco 2000
Motorcar Auction
Espace Fontvieille Monaco
SUNDAY AFTERNOON MAY 28, 2000
Historic Gran Prix of Monaco
The Streets of Monaco
L'Automobile Club De Monaco
In Association with
‘e.t.cot_
BEING ACCEPTELic
LIMITED BIDDER RESERVATIONS AVAILABLE
ENTRIES ARE NOW
To obtain information on this event please contact:
United States Representative - Thomas Hamann at 602.273.0791
Monaco Representative - Horst Hinterberg at 00377 97 97 1370
THE BARRETT-JACKSON AUCTION COMPANY
602.273-0791 FAX 602-244-1538
OR VISIT OUR WEB SITE AT
www.barrett-jackson.com

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